,'33 


1&33& 


WATCH  OFFICER'S  MA 


o  ^^B 

o^sl 

01 
Om 


UNITED  STATES  NAVY 


THE  LIBRARY 

OF 

THE  UNIVERSITY 
OF  CALIFORNIA 

LOS  ANGELES 


Over- 
board, 
Fire 
and 
Colli- 
sion 


Tables 

I 

II 

III 

IV 


Man 
Over- 
board, 
Fire 
and 
Colli- 
sion 


Tables 
I 

II 
III 
IV 


Man 
Over- 
board, 
Fire 
and 

WATCH  OFFICER'S  MANUAL 


Tables 
I 

II 
III 
IV 


WATCH    OFFICER'S  MANUAL 

UNITED  STATES  NAVY 
1917 


BY 

ENSIGN  C.  E.  HOVEY,  U.  S.  N. 

REVISED  AND  ENLARGED 

BY 
LIEUTENANT  S.  ENDEL,   U.  S.  N. 


ANNAPOLIS,  MD. 

THE  UNITED  STATES  NAVAL  INSTITUTE 
1917 


THE  WATCH  OFFICER'S  !tf  ANUAL, 

Price  $1.10.  postpaid. 

COPYRIGHT,  1917,  Bi 

J.    W.   CONROY, 

TRUSTEE  FOR  U.  S.  NAVAL  INSTITUTE, 
Annapolis,  Md. 


BALTIMORE,    MD.,    U.    S.    A. 


V 


n»7 

PREFACE. 

This  volume  is  the  result  of  an  endeavor  to  collect  and  put  in  a  compact 
form  those  details  appertaining  to  deck  duty  which  will  be  found  necessary 
or  convenient  to  an  officer  carrying  on  a  watch.  While  every  line  officer  in 
the  service  is  cognizant  of  most  of  the  details,  it  is  because  they  are  so  nearly 
infinite  in  number  as  to  be  easily  forgotten  that  an  attempt  to  compile  them 
was  begun. 

The  regulations,  as  far  as  they  concern  the  officer  of  the  deck,  are  quoted 
in  full ;  many  of  the  notes  were  found  scattered  through  various  professional 
publications;  and  the  balance  consists  of  those  small  practical  facts,  hints 
and  suggestions,  not  given  elsewhere,  which  must  generally  be  learned  by 
actual  experience  on  deck. 

With  the  generous  permission  of  Lieutenant  R.  A.  R.  Plunkett,  Royal 
-\avy,  and  Captain  Jas.  A.  Moss,  U.  S.  Army,  I  have  taken  a  few  notes  from 
their  respective  books.  And  I  am  indebted  to  several  officers  of  the  U.  S. 
Navy  for  many  of  the  notes  and  for  reading  and  correcting  my  manuscript. 

C.  E.  H. 

U.  S.  S.  "  MINDORO,"  COTABATO,  P.  I.,  January  20,  1911. 


PREFACE  TO  1913  EDITION. 

The  present  edition  having  become  exhausted,  it  was  deemed  advisable  to 
revise  the  manual  in  accordance  with  the  new  Navy  Regulations  and  Naval 
Instructions  of  1913.  The  extracts  from  the  regulations  have  been  renum- 
bered accordingly  and  corrections  made  as  found  necessary.  The  numbers 
refer  to  the  articles  and  paragraphs  thereof,  and  the  letters  "  R  "  and  "  I " 
to  Xavy  Regulations  and  Naval  Instructions,  respectively.  The  original 
text  has  not  been  altered  except  where  errors  due  to  recent  phanges  in  the 
regulations  were  found. 

It  is  hoped  that  in  the  revised  form  the  manual  will  prove  of  greater  use 
to  young  watch  officers. 

A.  K. 
PORTSMOUTH,  N.  H.,  July  24,  1913. 


Tables 
I 

II 
III 
IV 


1007086 


PREFACE  TO  1917  EDITION. 

This  revision  of  the  Watch  Officer's  Manual,  by  the  late  Ensign  Charles  E. 
Hovey,  II.  S.  Navy,  is  made  in  an  effort  to  enlarge  the  sphere  of  usefulness  of 
the  original  work;  to  realize  to  the  fullest  extent  the  possibilities  of  the 
original  author's  ambition  to  benefit  the  service,  for  which  he  laid  down  his 
life ;  and  to  correct  the  text  which  is  now  inconsistent  with  the  changes  due 
to  time. 

In  attempting  this  revision  a  great  amount  of  new  matter  was  available, 
which  necessitated  a  complete  rewriting  and  rearrangement  of  the  applicable 
subject  matter  in  its  relation  to  the  new  material. 

The  following  books  were  consulted : 

Modern  Officer  of  the  Watch,  Lieutenant  R.  A.  R.  Plunkett,  R.  N. 
Whispers  from  the  Fleet,  Admiral  Sir  Christopher  Cradock,  R.  N.  C.  B. 
Fleet  Signalmen's  Handbook,  Lieutenant  Byron  McCandless,  U.  S.  N". 

My  thanks  are  extended  to  Commanders  G.  W.  Laws  and  J.  W.  Green- 
slade,  U.  S.  Navy,  for  reading  and  correcting  the  manuscript  of  this  volume 
and  for  their  many  suggestions. 

S.  ENDEL. 
U.  S.  ATLANTIC  FLEET,  May  25,  1917.' 


INTRODUCTION. 

This  book  is  a  compilation  of  matter  relating  to  watch  keeping  for  use  as  a 
ready  reference  by  the  officer  of  the  deck ;  if  found  valuable  for  the  above,  it 
will  have  served  its  purpose. 

S.  ENDEL, 

Lieutenant,  U.  S-.  Navy. 
U.  S.  ATLANTIC  FLEET,  May  25,  1917. 


Tables 
I 

II 
III 
IV 


CONTENTS. 

PAGE 

A.  PERSONALITY  AND  AUTHORITY  OF  THE  WATCH  OFFICER  AND  OFFICER  OF  THE 

DECK    11 

I.  Regulations. 

B.  WATCH  OFFICER;  UNDERWAY 14 

I.  Information  to  be  Obtained  Before  Taking  the  Deck,  and 

Regulations  Perta'ining  to  the  Officer  of  the  Deck  Underway. 
II.  Comments  on  Watch  at  Sea. 

III.  Routine  at  Sea. 

IV.  Survey  of  the  Watches  at  Sea. 
V.  Ship  Control. 

1.  Steering 

2.  Speed. 

3.  Piloting. 

4.  Maneuvering. 

a.  Single  Ship. 

b.  In  Formation. 

VI.  Preparations  for  Entering  Port  and  Anchoring. 
VII.  Comments  on  Rules  of  the  Road. 
VIII.  Speed  and  Distance  Table. 
IX.  Masthead  Heights,  etc. 

C.  EMERGENCIES 55 

I.  Man  Overboard. 
II.  Breakdown  and  Collision. 
III.  Fire. 

D.  WATCH  OFFICER;  IN  PORT 58 

I.  Information  Obtained  on  Relieving  the  Deck. 
II.  General  Comments  on  Watch  in  Port. 

III.  Routine  in  Port,  and 

Weekly  Routine,  U.  S.  Atlantic  Fleet. 

IV.  Survey  of  the  Watches. 
V.  Boats. 

VI.  Getting  Underway. 
VII.  Coaling  Ship. 

E.  THE  Loo   81 

F.  HONORS  93 

I.  Honors  in  Port  and  at  Sea. 
H.  Personal  Honors,  Table  I. 
III.  General  Honors,  Table  II. 

IV.  Hails,  Whistle  Signals,  and  Absentee  Lights,  Table  III. 
V.  Boat  Salutes,  Table  IV. 


10 


CONTENTS 

PAGE 

FLAGS  AND  MARKS..  ..Follows  102 


G.  DISTINGUISHING 
I.  Flags. 

1.  United  States  Departments. 

2.  United  States  Naval  Flags. 

3.  United  States  Army  and  Other  Flags. 

II.  Naval  Flags  and  Sleeve  Marks  of  Naval  Officers  of  Various  Foreign 

Powers. 
III.  National  and  Men-of-War  Flags  of  Foreign  Countries. 

H.  MISCELLANEOUS    

I.  Distress  Signals. 
II.  Pilot  Signals. 

III.  Weather  Signals. 

IV.  Classification  of  Vessels,  U.  S.  Navy. 
V.  Procedure  for  Boarding  Visits. 


103 


PERSONALITY  AND  AUTHORITY  OF  WATCH  OFFICER 
AND  OFFICER  OF  THE  DECK. 

Personality. 

2508  I  (2)  "  The  officer  of  the  deck  is  the  officer  on  watch  in  charge  of 

the  ship." 
Responsibility. 

(3)  "  The  officer  of  the  deck  shall  be  responsible  for  the  safety  of 

the  ship,  subject,  however,  to  any  orders  he  may  receive 
from  the  commanding  officer." 
Authority. 

(4)  "  Every  officer  or  other  person  on  board  the  ship,  whatever 

his  rank,  who  is  subject  to  the  orders  of  the  commanding 
officer,  except  the  executive  officer,  shall  be  subordinate 
to  the  officer  of  the  deck." 
Day's  Duty. 

An  officer  standing  the  day's  duty,  under  proper  authority  of  the  com- 
manding officer,  is  the  watch  officer  having  the  day's  duty.  If,  however, 
junior  officers  are  standing  regular  deck  watches  under  him,  the  watch 
officer  having  the  day's  duty  can  only  exercise  his  authority  through 
such  officers  of  the  deck  whom  he  is  authorized  to  relieve  at  any  time. 

Readiness  for  Duty  when  Standing  Day's  Duty. 

A  watch  officer  standing  the  day's  duty  shall  be  ready  to  appear  the 
moment  his  presence  is  required  and  he  shall  receive  all  reports  direct 
regardless  of  where  he  may  be ;  he  shall  also  be  on  deck  from  "  all 
hands  "  in  the  morning  watch  until  after  "  taps,"  except  during  meals. 

Attention  to  Duty. 

2602  R  (2)  "  He  shall  remain  in  charge  until  regularly  relieved  and 
shall  not  engage  in  any  occupation  which  may  distract 
his  attention  from  duty." 

Time  of  War. 

(8)  "  In  time  of  war,  or  when  hostilities  may  be  expected,  lie 
shall  not  make  any  dispositions  that  will  interfere 
with  the  immediate  use  of  the  armament.  If  at  any 
time  he  sights  a  suspicious  ship  or  other  object  that 
may,  by  any  possibility,  have  a  hostile  purpose,  he 
shall  instantly  make  preparations  for  battle,  and  in- 
form the  commanding  officer." 


12  WATCH  OFFICER'S  MANUAL 

Signals,  Lookouts,  etc. 

(9)  "He  shall  not  make  any  official  signal,  either  by  day  or  by 
night,  without  authority  from  the  commanding  officer, 
except  to  warn  ships  of  immediate  danger.  He  shall 
see  that  a  good  lookout  is  kept  for  signals  ;  that  none  are 
answered  until  understood;  and  that  the  authorized 
appliances  for  making  signals  of  all  kinds  are  at  hand 
and  ready  for  use,  night  and  day.  He  shall  see  that 
all  signals  arid  official  messages,  including  those  trans- 
\  mitted  orally,  sent  or  received,  are  immediately  entered 
in  the  signal  record  book,  noting  the  time  and  the  vessel 
or  vessels  or  station  to  or  from  which  the  signal  was 
made.  Upon  being 'relieved  he  shall  sign  the  signal 
record  for  the  time  covered  by  his  watch.  On  board  a 
flagship  the  duty  of  keeping  the  signal  record  shall  be 
performed  by  the  personal  staff  of  the  flag  officer." 

Petty  Officer  Inspections. 

(13)  "He  shall  see  that  the  petty  officer,  or  corporal  of  the 
guard,  or  other  person  detailed  for  the  purpose,  makes 
the  rounds  of  the  ship,  visiting  all  accessible  parts  below 
the  main  deck  every  half  hour  after  10  p.  m.,  and  until 
all  hands  or  the  idlers  are  called  in  the  morning.  Dur- 
ing these  rounds  the  petty  officer,  or  corporal,  is  to 
inspect  the  lights  and  the  prisoners,  and  see  if  irregu- 
larities of  any  kind  are  taking  place,  reporting  the 
result  to  the  officer  of  the  deck.  The  latter  shall  also 
require  a  junior  officer  of  the  watch,  if  there  be  one,  to 
make  these  rounds  every  two  hours,  or  oftener  if  neces- 
sary, when  his  services  on  deck  can  be  spared." 

Routine  Book. 

2603  R  (1)  "The  officer  of  the  deck  shall  carry  out  the  instructions 
laid  down  in  the  routine  book,  the  weather  and  other 
circumstances  permitting,  modifying  them  as  may  be 
necessary  to  comply  with  the  orders  of  the  commanding 
and  executive  officers." 

Motions  of  Senior  Ship. 

(2)  "  When  the  bell  or  bugle  of  the  flag  or  senior  ship  can  be 
heard,  ships  shall  follow  her  in  striking  the  bell  and  in 
sounding  routine  calls." 


WATCH  OFFICER  AND  OFFICER  OF  THE  DECK  13 

Instruction  of  Junior  Officers. 

2609  R          "  The  officer  of  the  deck  shall  carefully  and   patiently 

instruct  the  junior  officers  and  crew  in  their  respective 
duties,  pointing  out  any  mistakes  made  and  how  they 
may  be  avoided." 

Manner  of  Performing  Duty. 

2610  R  (1)  "  The  officer  of  the  deck  shall  bear  in  mind  that  his  manner 

of  performing  duty  has  a  great  influence  upon  the 
discipline  of  the  crew  and  the  efficiency  of  the  ship; 
that  he  should  be  dignified,  discreet;  zealous,  energetic, 
and  subordinate,  displaying  a  feeling  of  deference  to 
superiors  and  a  spirit  of  kindness  to  inferiors.  He 
shall  himself  scrupulously  obey  all  orders  and  regula- 
tions, and  require  the  same  of  his  subordinates.  He 
shall  avoid  the  use  of  harsh  language,  and,  while  never 
permitting  any  duty  to  be  performed  in  a  careless, 
indifferent,  or  dilatory  manner,  he  shall  protect  the 
crew  from  all  unnecessary  annoyances." 

Service  Phraseology,  Use  of. 

(2)  "He  shall,  when  giving  orders,  use  only  the  phraseology 
customary  in  the  service,  without  any  unnecessary  repe- 
tition. He  shall  use  a  decided  and  authoritative  tone, 
sufficiently  loud  only  for  the  occasion.  He  shall,  when 
giving  orders  that  are  to  be  repeated  or  passed,  use  the 
exact  words  proper  to  pass  them,  and  not  permit  any 
changes  or  additions  by  his  subordinates." 


WATCH  OFFICER;  UNDERWAY. 

CONTENTS.  PAGE 

I.  Information  to  be  Obtained  Before  Taking  the  Deck,  and  Regulations 

Pertaining  to  the  Officer  of  the  Deck  Underway 14 

II.  Comments  on  Watch  at  Sea 16 

III.  Routine  at  Sea 19 

IV.  Survey  of  the  Watches  at  Sea 21 

V.  Ship  Control  25 

1.  Steering. 

2.  Speed. 

3.  Piloting. 

4.  Maneuvering. 

a.  Single  Ship. 

b.  In  Formation. 

VI.  Preparations  for  Coming  Into  Port  and  Anchoring 48 

VII.  Comments  on  Rules  of  the  Road 49 

'  VIII.  Speed  and  Distance  Table 50 

IX.  Masthead  Heights,  etc 51 

INFORMATION  AND  REGULATIONS. 
Information  to  be  Obtained  Before  Taking  the  Deck. 

Before  taking  the  deck  when  underway  the  officer  coming  on  duty 
should  make  himself  thoroughly  familiar  with: — the  position  of  the 
ship ;  the  standard  speed,  with  number  of  revolutions  to  make  that  speed ; 
the  course  (compass,  magnetic  and  true)  ;  the  deviation  of  magnetic 
compass;  any  error  that  may  exist  in  the  gyroscopic  compass;  position 
in  relation  to  other  ships;  land,  rocks  or  shoals  in  sight  or  in  the 
immediate  vicinity ;  boilers  and  engines  in  use ;  the  general  condition 
of  the  weather  and  preparations  made  for  imminent  heavy  weather ;  all 
B  unexecuted  orders;  captain's  night  orders;  condition  and  operation  of 
all  running  lights;  the  availability  and  condition  of  all  apparatus  for 
preventing  collisions;  the  force  of  the  watch  and  lifeboat  crews;  the 
readiness  of  lifeboats  for  immediate  use ;  the  status  of  gun-shutters  and 
air  ports  in  the  hull  of  the  ship ;  hatches  open  on  main  deck ;  awnings 
spread ;  during  actual  or  impending  hostilities,  readiness  for  action. 

..Additional  Information  in  Formation. 

When  in  company  with  two  or  more  ships  underway,  the  following 
additional  information  should  be  learned  before  taking  charge : — 

Character  of  formation  and  the  order  of  ships  in  formation ;  the  guide 
ship ;  average  number  of  revolutions  necessary  to  maintain  station ;  the 
masthead  heights  of  the  guide  and  ship  next  ahead;  signals  up  on  flag- 


WATCH  OFFICER;  UNDERWAY  15 

ship,  on  own  ship  and  in  process  of  execution ;  any  evolutions  previously 
provided  for  to  be  made ;  any  recent  fleet  orders  to  be  observed,  such  as 
modification  in  use  of  speed  or  running  lights ;  any  other  general  infor- 
mation that  may  be  of  interest  and  value  in  the  performance  of  duty. 

When  One  May  Refuse  to  Relieve  the  Deck. 

When  ship  is  out  of  station,  watch  is  not  up  ready  for  duty  or  ship  is 
in  a  perilous  position,  an  officer  may  refuse  to  take  the  deck,  and  in  any 
of  these  cases,  the  fact  may  be  reported  to  the  commanding  officer  and 
his  orders  awaited. 

Approaching  Land  or  in  Pilot  Waters. 

2602  (1)  "When  at  sea,  and  especially  when  approaching  land  or  in 
pilot  waters,  the  officer  of  the  deck  shall  keep  himself 
informed  of  the  position  of  the  ship;  whether  land  or 
lights  are  in  sight  or  whether  either  are  likely  to  be  seen, 
and  of  all  other  particulars  which  may  be  of  use  to  him  in 
keeping  the  ship  out  of  danger.  If  approaching  land  or 
shoals,  he  shall  keep  leadsmen  in  the  chains  and  have 
anchor  and  chain  clear  and  ready  for  use." 

Alertness  and  Attention  to  Duty  Underway. 

(3)  "  He  shall  see  that  the  junior  officers  and  the  watch  are  at  all 

times  alert,  at  their  stations,  attentive  and  ready  for  duty ; 
that  every  necessary  precaution  is  taken  to  prevent  acci- 
dents ;  that  a  boat  is  always  ready  for  lowering  and  the  life- 
buoys ready  for  letting  go ;  that  the  lookouts  are  in  place 
and  vigilant  and  that  they  understand  their  duties.  He 
shall  exercise  great  care  that  the  ship  is  carefully  steered 
and  kept  on  her  course  and  shall  keep  a  correct  account  of 
the  courses,  the  speed,  and  leeway  made.  He  shall  see 
that  the  running  lights  are  kqpt  bright  from  sunset  to 
sunrise  and  their  condition  reported  every  half  hour ;  that 
during  a  fog,  when  approaching  vessels,  and  at  all  other 
times,  the  precautions  required  by  law  to  prevent  col- 
lisions are  fully  complied  with ;  that  when  in  pilot  waters 
the  leads  are  kept  going  or  that  other  means  to  ascertain 
the  surroundings  are  at  hand  and  are  frequently  used; 
and  that  nothing  is  placed  near  the  compass  that  will 
change  their  errors." 

Keeping  Station,  Care  in. 

(4)  "  When  in  company  with  other  ships  he  shall  be  very  careful 

to  keep  in  station ;  if  unable  to  do  so,  he  shall  report  at 
once  to  the  commanding  officer." 
2 


16  WATCH  OFFICER'S  MANUAL 

Commanding  Officer  on  Bridge. 

(5)  "  When  the  commanding  officer  is  on  the  navigating  bridge, 

the  officer  of  the  deck  shall  not  change  the  course,  alter 
the  speed,  nor  perform  important  evolutions  without 
consulting  him." 

Reports  to  Commanding  Officer. 

(6)  "  He  shall  promptly  report  to  the  commanding  officer  all 

land,  shoals,  rocks,  lighthouses,  beacons,  buoys,  dis- 
colored water,  vessels  or  wrecks  discovered ;  all  changes 
in  the  weather  or  shifts  of  wind;  all  signals  made;  all 
changes  of  sail,  speed,  formation  or  course  by  the  senior 
officer  present  of  the  ships  in  company;  any  change  in 
course  or  speed  made  by  himself;  any  marked  change  in 
the  barometer,  force  of  the  wind,  state  of  the  sea  or  marked 
indications  of  bad  weather;  the  display  of  storm  signals 
on  shore ;  all  serious  accidents ;  the  winding  of  chronom- 
eters; the  hours  of  8  a.  m.,  meridian  and  8  p.  m.;  when 
at  sea,  the  latitude  at  meridian,  if  obtained ;  the  move- 
ments of  men-of-war,  mail  steamers  and  other  large 
vessels ;  and,  in  general,  all  occurrences  worthy  of  notice." 

Authority  to  Change  Course. 

(7)  "  He  shall  not,  except  when  to  avoid   immediate  danger, 

change  the  course  without  directions  from  the  command- 
ing officer,  and  then  he  shall  report  the  change  to  him  as 
soon  as  possible.  When  on  soundings  he  shall  regard 
advice  from  the  navigator  as  sufficient  authority  to 
change  the  course ;  he  shall  at  once  report  the  change  to 
the  commanding  officer." 

• 

COMMENTS. 

Responsibility  Begins. 

Do  not  relieve  the  deck  until  thoroughly  acquainted  with  the  existing 
situation,  for  as  soon  as  "  I  relieve  you  "  is  said,  you  are  responsible. 

Details  to  Check  Up  on  Taking  the  Deck. 

Check  up  all  details:  such  as,  compass  course;  orders  to  be  carried 
out ;  pennants  or  flags  hoisted ;  revolutions  of  engines ;  bearing  of  guide ; 
ship's  position  if  near  land ;  distances  of  guide  and  ship  next  ahead ;  the 
names  and  order  of  the  different  ships  in  formation ;  ships  or  lights  in 
sight;  running  speed  and  flag  (if  any)  lights  burning  brightly;  check 
steering  compass  with  standard  or  gyro-compass. 


WATCH  OFFICER;  UNDERWAY  17 

Prevent  Laxness  on  Bridge. 

See  that  all  bridge  details  keep  a  bright  lookout  and  that  they  are  all 
at  their  proper  stations.  Unless  properly  supervised,  the  details  on  the 
bridge  will  become  lax  in  the  performance  of  their  duties  and  just  at 
the  moment  when  they  should  be  on  the  alert,  they  will  be  engaged  in 
trifling.  Any  tendency  toward  laxness  should  be  quickly  and  firmly 
checked. 

Care  in  Performance  of  Duty. 

The  officer  of  the  deck  is  not  only  responsible  to  the  captain,  but  he 
has  several  million  dollars  worth  of  government  property  in  his  care; 
he  not  only  owes  a  patriotic  duty  to  the  country,  but  is  getting  a  certain 
compensation  for  government  service,  and  during  every  instant  he  is  on 
watch  (particularly  when  underway)  all  of  his  energies  should  be 
directed  towards  the  preservation  of  this  property  and  the  lives  of  those 
on  board  the  ship.  To  accomplish  this  he  must  see  that  all  persons 
under  his  immediate  authority  perform  their  duty  in  a  careful  and 
diligent  manner. 

Personally  Responsible. 

However  alert  the  men  on  watch  may  be,  the  officer  of  the  deck  must 
always  be  on  the  lookout  for  all  details,  as  he  alone  is  responsible. 

Consideration  of  State  of  Weather. 

The  state  of  the  weather  should  have  careful  consideration  at  all 
times.  If  not  properly  prepared,  sudden  (apparently)  storms  or  squalls 
may  not  only  wet  the  ship  through  and  through,  but  do  considerable 
damage  before  all  is  secured.  The  first  thing  to  do  in  sudden  rough 
weather  is  to  close  the  forward  hatches  and  gun  ports.  After  this  has 
been  done  other  details,  such  as  taking  in  any  awnings  that  might  be 
spread,  closing  hatches  as  may  be  necessary,  putting  extra  lashings  on 
boats,  rigging  extra  life  lines,  and  securing  any  other  loose  gear  about 
the  ship  should  be  attended  to. 

Securing  the  Ship. 

If  it  is  dangerous  or  impossible  to  properly  secure  the  ship  when 
such  a  condition  as  above  exists,  do  not  hesitate  to  stop  at  once  and 
then  inform  the  captain. 

Physical  Condition  of  Officer  of  the  Deck. 

The  constant  vigil,  which  is  necessary  while  on  watch,  requires  the 
complete  possession  of  all  the  faculties  and  a  sense  of  physical  well-being, 
and  an  officer  who  feels  that  he  is  not  capable  of  meeting  all  emergencies 
on  account  of  illness  owes  a  duty  to  himself  and  the  ship  to  ask  to  be 
put  on  the  sick  list.  The  reason  for  stating  this  is  that  time  and  time 


18  WATCH  OFFICER'S  MANUAL 

• 
again  officers  who  are  temporarily  physically  unfit  will  take  their  regular 

watch  when  they  ought  to  be  under  the  doctor's  care ;  the  safety  of  the 
ship  and  of  the  lives  on  board  demands  this  precaution. 

Ventilators  and  Wind  Sails. 

Care  should  be  taken  at  all  times  to  see  that  the  ventilators  and  wind 
sails  are  always  properly  trimmed  to  or  away  from  the  wind,  as  the 
state  of  the  weather  demands.  Particular  attention  to  this  in  hot 
climates  is  well  repaid  by  a  hearty  cooperation  of  the  engineer's  force 
and  increased  efficiency  of  the  ship.  If,  however,  everything  possible  in 
regard  to  ventilating  the  fire  and  engine  rooms  has  been  done  and  there 
is  an  insistent  demand  for  more  air,  call  the  engineer  officer  of  the 
watch  (personally)  to  the  voice  tube  and  let  him  know  the  state  of 
affairs ;  this  will  save  a  great  deal  of  annoyance  from  the  clatter  of  bells. 

Darkening  Ship. 

When  darkening  ship  for  the  night  see  that  tarpaulin  covers  are 
hauled  over  all  fire  and  engine  rooms  and  other  hatches,  as  lights 
reflecting  up  through  the  hatches  are  easily  seen.  Search-lights  should 
be  kept  turned  off  until  needed,  as  the  shutters  do  not  completely  screen 
the  lights. 

Information  to  be  Sent  to  Navigator. 

The  navigator  should  be  informed  of  all  changes  of  course  and  speed 
and  the  sighting  of  any  aid  to  navigation.  He  should  also  be  informed 
if  the  patent  log  fails  to  operate  or  shows  a  variable  discrepancy 
compared  to  the  revolutions  of  the  engines.  Although  it  is  well  and 
wise  to  render  all  the  assistance  possible  to  the  navigator,  the  officer  of 
the  deck  is  not  under  his  immediate  authority  and  the  responsibility 
for  the  ship's  safety  is  in  his  (the  officer-of-the-deck's)  hands. 

Screening  Lights  that  Interfere  with  Vision  of  Officer  of  the  Deck. 

At  night  all  lights  on  the  ship  should  be  carefully  covered  so  as  not  to 
shine  forward  of  the  bridge ;  it  is  impossible  to  see  farther  than  the  bow 
of  the  ship  with  lights  all  over  the  bridge  and  shining  out  of  the  forward 
hatches.  Indicator  lamps  should  be  screened  so  as  to  give  off  a  very 
dim  light. 

Apparent  Lights. 

The  corner  of  the  eye  is  more  sensitive  than  the  center  of  the  pupil 
and  this  fact  may  be  made  use  of  in  determining  the  actuality  of  lights 
apparently  sighted.  If  a  light  is  apparently  visible  while  looking  ahead, 
turn  the  head  so  as  to  be  looking  out  of  the  corner  of  the  eye  and  if  the 
light  remains  visible,  it  is  actual  and  not  apparent. 


WATCH  OFFICER;  UNDERWAY  19 

Position  Buoy. 

The  position  buoy  should  be  on  the  quarterdeck  at  all  times  when 
underway  in  formation  ready  for  use. 
Search-Lights. 

One  search-light  forward  and  one  aft  should  always  be  ready  for  use. 
A  signalman  of  the  watch  should  be  specifically  detailed  and  ready  to 
operate  the  search-light  whenever  an  emergency  may  demand.  During 
foggy  or  misty  weather  an  electrician  should  be  detailed  for  this  pur- 
pose instead  of  a  signalman. 
Boatswain's  Mates,  etc.,  Stations  of. 

The  boatswain's  mate,  bugler  and  messenger  should  always  be  near 
at  hand  and  should  not  have  to  be  called  when  needed. 
Gunner's  Mate,  Station  of. 

The  gunner's  mate  should  never  leave  the  signal  gun  (in  formation) 
without  permission  from  the  officer  of  the  deck  and  when  he  does  leave 
with  such  permission,  he  should  always  be  relieved  by  some  one  who  can 
close  the  breech  and  pull  the  trigger. 

ROUTINE  AT  SEA.* 

Routine  at  sea  follows: 
Midwatch. 

Midnight.  Eelieve  the  watch.  Watch  to  muster.  Lifeboat's  crew  of 
the  watch  to  muster.  Receive  reports  from  carpenter's  mate, 
gunner's  mate,  coxswain  of  lifeboat,  boatswain's  mate  and 
corporal  concerning  soundings  of  bottoms,  signal  gun  and 
battery,  lifeboat  and^crew,  reliefs  of  watch,  and  police  con- 
dition of  ship  respectively.  With  exception  of  lifeboat's  cox- 
swain and  boatswain's  mate  and  corporal,  these  reports  should 
be  made  every  hour  until  sunrise.  The  corporal  of  the  guard 
makes  his  rounds  every  half-hour. 

1.50     Relieve  the  wheel,  lookouts,  lifebuoys. 

3.00     Call  cooks  and  baker  on  duty. 

3.40  Call  the  watch.  (It  has  previously  been  the  custom  to  call  the 
watch  15  minutes  before  the  hour,  but  on  big  ships  it  will  be 
found  that  it  will  take  fully  20  minutes  to  get  the  watch 
roused  up.) 

3.45  Call  relief  officer  of  the  deck.  On  calling  the  officer  of  the  deck 
always  inform  him  of  the  state  of  weather. 

3.50     Relieve  the  wheel,  lookouts  and  lifebuoys. 

*  Force  commanders  are  authorized  by  Fleet  Regulations,  1917,  to  formulate 
routines  for  their  respective  forces. 


20  WATCH  OFFICER'S  MANUAL 

4  a.  m.  to  8  a.  m. 

4.00  Believe  the  watch.  Watch  to  muster.  Lifeboat's  crew  of  the 
watch  to  muster.  Eeceive  reports  as  at  midnight. 

5.00  Call  the  idlers  and  all  hands  except  midwatch.  Light  smoking 
lamp. 

5.30     Turn  to.    Out  smoking  lamp.    Carry  out  morning  orders. 

5  minutes  to  sunrise.    Stand  by  running  lights,  speed  cones,  speed  light. 

Sunrise.  Hoist  speed  cones ;  turn  off  speed  and  running  lights ;  follow 
senior  ship,  if  any.  Eelieve  bridge  and  station  masthead  look- 
outs. Station  detail  for  breakdown  flag. 

5.50     Eelieve  the  wheel,  lookouts  and  lifebuoys. 

6.55     Time  and  uniform  signal  is  hoisted  on  senior  ship. 

7.00  Time  signal  is  hauled  down.  Test  whistle  and  siren.  Call  relief 
officer  of  the  deck.  Make  uniform,  weather  and  other  reports 
to  commanding  officer.  Up  all  hammocks. 

7.15     Master-at-arms  reports  hammocks  up  and  stowed. 

7.15     Mess  gear. 

7.30     Pipe  to  breakfast.    Pipe  the  uniform  to  crew. 

7.50     Eelieve  the  wheel,  masthead,  speed  cones  and  lifebuoys. 

Forenoon  Watch. 

8.00     Eelieve  the  watch.    Eeport  8  o'clock  to  commanding  officer. 

8.15     Turn   to.      Out   smoking   lamp.      Sound    bright   work.      Pipe 

sweepers. 
8.30     Sick  call. 

9.00     Knock  off  bright  work.    Clear  up  for  quarters.    Down  towel  lines. 
9.10     Officers'  call.    Notify  the  navigator. 
9.15     Quarters.    Muster.    Physical  exercises.    Drill  call. 
9.50     Eelieve  the  wheel,  masthead,  speed  cones  and  lifebuoys. 
10.00     Signal:    (1)   Number  of  absentees;  (2)  number  of  sick  (absen- 
tees omitted  after  24  hours  out  of  port). 
11.30     Eetreat  from  drill.    Pipe  sweepers. 
11.45     Mess  gear.    Prepare  12  o'clock  signals. 

11.55  Eeport  12  o'clock  and  chronometers  to  commanding  officer  (see 
Watch  at  Sea). 

Afternoon  Watch. 

12.00  (noon).  Strike  8  bells.  Make  12  o'clock  signals:  (1)  Coal  on 
hand;  (2)  coal  expended  preceding  24  hours;  (3)  latitude; 
(4)  longitude. 

12.25     Eelieve  the  wheel,  masthead,  speed  cones  and  lifebuoys. 
12.55     Stand  by  scrubbed  and  washed  clothes.    Stand  by  aired  bedding. 


WATCH  OFFICER;  UNDERWAY  21 

1.00  Turn  to.    Out  smoking  lamp.    Pipe  down  clothes,  bedding,  etc. 

Pipe  sweepers. 

1.15  School  or  drill  call. 

1.50  Relieve  the  wheel,  masthead,  speed  cones  and  lifebuoys. 

2.30  Retreat  from  school  or  drill.    Pipe  sweepers. 

3.45  Notify  relief  officer  of  the  deck. 

3.50  Relieve  the  wheel,  masthead,  speed  cones  and  lifebuoys. 

The  Dog  Watches. 

4.00    Relieve  the  deck. 

5  minutes  to  sunset.  Stand  by  speed  cones,  speed,  running  and  flag 
lights  (if  any). 

Sunset.  Turn  on  speed  light  (follow  senior  ship),  running  and 
flag  (if  any)  lights.  Down  speed  cones.  Relieve  masthead. 
Station  deck  lookouts.  Station  signal  gun  watch  (in  forma- 
tion). Lifeboat's  crew  of  watch  to  muster.  See  search-lights 
and  signal  lights  ready  for  use. 

5.45     Mess  gear. 

6.00     Pipe  to  supper. 

6.25  Relieve  the  wheel,  masthead,  speed  light  or  speed  cones  and  life- 
buoys. 

6.30     Scrub  clothes. 

7.30     Hammocks.    Trice  up  hammock  cloths.    Pipe  down. 

7.45     Notify  relief  officer  of  the  deck. 

7.50     Relieve  the  details.    Call  the  watch. 

First  Watch. 

8.00     Report  8  o'clock,  8  o'clock  lights  and  galley  fires  out,  and  prisoners 
secure  to  commanding  officer.    Send  8  p.  m.  signals  (latitude 
and  longitude) .    Muster  and  set  the  watch.    Lifeboat's  crew  of 
watch  to  muster.    Receive  reports  as  given  above  for  midnight. 
9.50     Relieve  the  details. 
11.40     Call  the  watch. 
11.45     Notify  relief. 
11.50     Relieve  the  wheel,  lookouts  and  lifebuoys. 

For  weekly  routine,  United  States  Atlantic  fleet,  see  page  68. 

THE  WATCHES  AT  SEA. 
All  Watches. 

Take  careful  note  of  existing  situation  and  decide  what  orders  you 
would  give  in  the  event  of  man  overboard  (page  55),  breakdown,  fire 
and  collision.  (Consider  the  most  likely  cases.) 


22  WATCH  OFFICER'S  MANUAL 

Midwatch. 

See  that  watch  and  lifeboat's  crews  are  properly  mustered  and 
reported,  and  that  lifeboats  are  ready  for  lowering.  See  that  all  details 
are  promptly  relieved  and  that  they  remain  alert  on  stations.  Eead  and 
familiarize  self  with  captain's  night  order  book.  Check  course  and  the 
steering  compass  frequently  with  standard  compass.  Have  junior 
officer  make  at  least  one  inspection  below  during  watch.  Change  revolu- 
tions as  little  as  is  consistent  with  keeping  station  generally.  Check  sta- 
tion occasionally.  Eead  over  morning  orders  and  make  any  prepara- 
tions that  may  assist  in  their  execution.  Keep  a  bright  lookout.  Keep 
the  ship  as  well  ventilated  as  is  consistent  with  the  state  of  the  weather. 
Morning  Watch. 

Eead  captain's  night  orders.  Eead  morning  orders  and  prepare  to 
execute  same.  Check  compasses,  course,  revolutions  and  station  fre- 
quently. 

See  that  watch  and  lifeboats  are  properly  mustered  and  reported. 
Have  speed  cones  ready  for  hoisting  at  sunrise.  See  that  details  are 
properly  relieved  and  reported.  When  the  letter  "  F  "  is  "  turned  on  " 
on  flagship  (or  five  minutes  before  sunrise),  man  speed  and  running 
lights  (also  flag  lights,  if  any)  and  speed  cones,  and  as  soon  as  letter 
"F"  is  "turned  off"  (or  sunrise),  hoist  speed  cones,  turn  out  speed 
and  running  lights  (do  not  turn  off  speed  light  until  speed  cones  are 
hoisted),  station  masthead  lookout,  relieve  bridge  lookouts,  round  up 
breakdown  flag  at  fore  and  station  detail  for  same,  relieve  gunner's 
mate  at  signal  gun,  relieve  search-light  detail  if  weather  is  clear,  and, 
if  guide,  hoist  guide  flag. 

At  turn  to :  clean  ship  in  accordance  with  morning  orders  (see  page 
69) .  Have  junior  officer  of  watch  keep  about  the  decks  to  see  that  boat- 
swains' mates  are  on  job  and  have  all  their  men  at  work.  Trice  up 
clothes-line  on  the  lee  side. 

The  chief  boatswain  should  be  on  deck  at  "  turn  to  "  to  personally 
supervise  cleaning  the  ship  and  should  make  an  inspection  and  report 
of  ground  tackle  and  boats.  If  he  reports  either  as  not  being  properly 
secured,  steps  should  be  taken  at  once  to  make  them  secure.  All  awn- 
ings rigged,  stays,  lines,  etc.,  should  be  examined  by  the  chief  boatswain 
and  if  not  in  shipshape  condition,  should  be  made  so. 

If  any  leaks  in  hatches,  dog  house,  gun  ports  or  air  ports  have  been 
discovered  and  not  remedied,  the  chief  carpenter  should  be  so  notified 
and  ordered  to  repair  them.  Any  leaks  of  importance  would  be  attended 
to  immediately  on  occurrence,  but  minor  leaks  may  have  been  over- 


WATCH  OFFICER;  UNDERWAY  23 

looked  during  the  night  watches  and  the  chief  carpenter  should  make 
an  inspection  during  the  morning  for  the  purpose  of  discovering  or 
locating  same. 

If  there  seems  to  be  difficulty  in  getting  pressure  on  the  deck  pump, 
send  to  the  master-at-arms  to  see  that  "  slop  chute  "  valves  are  closed. 

At  6  bells  test  whistles  and  sirens.  One  long  blast  on  whistle  and 
three  blasts  on  siren.  This  should  be  done  as  soon  as  uniform  signal  is 
hauled  down. 

Inform  the  engine  room  when  finished  with  deck  pump. 

Have  colors  bent  on,  but  not  hoisted,  at  sunrise  so  as  to  return  salutes 
of  passing  vessels.  Follow  the  motions  of  senior  ship  in  hoisting  colors. 
Remember  that  the  ceremony  of  colors  as  executed  in  port  is  dispensed 
with  at  sea. 

See  that  the  band  plays  in  accordance  with  ship's  orders — usually 
beginning  at  7.45. 

Make  necessary  preparations  for  orders  to  be  carried  out  in  the  next 
watch  and  turn  over  to  relief  all  uncompleted  morning  orders. 

Make  8  o'clock  reports  to  captain  (see  morning  watch  in  port,  page 
69). 

Forenoon  Watch. 

Check  course,  revolutions,  position  and  station  frequently. 

The  forenoon  watch  at  sea  differs  very  slightly  from  the  forenoon 
watch  in  port  (page  70).  Naturally,  boat  trips  and  such  routine 
matters  have  no  place  in  the  watch  at  sea.  Other  exceptions  follow : — 

Absentees  are  not  reported  after  24  hours  out  of  port. 

Usually  at  11.20  or  thereabouts,  the  clocks  are  set  ahead  or  back  for 
longitude.  The  navigator  does  this  through  the  officer  of  the  deck,  and 
it  is  reported  to  the  commanding  officer  as  well  as  entered  in  the  log. 

The  navigator  generally  takes  the  deck  during  drills,  but  the  officer 
having  the  watch  regularly  should  relieve  as  soon  as  possible  so  that  the 
navigator  may  be  given  sufficient  time  to  work  out  his  noon  position. 

Have  all  the  signal  force  on  the  bridge  properly  stationed  and  signals 
bent  on  ready  for  the  12  o'clock  reports. 

Make  8  bells  with  the  senior  ship ;  hoist  signals  (if  no  tactical  signals 
are  flying  on  flagship)  with  the  senior  ship  and  report  same  to  com- 
manding officer.  If  you  are  alone,  or  senior,  do  not  make  8  bells  until 
12  o'clock  has  been  reported  to  the  captain  and  he  has  replied  "  Make 
it  so."  Report  chronometers  with  the  12  o'clock  report  to  captain. 
Afternoon  Watch. 

See  afternoon  watch  in  port  (page  71). 


24  WATCH  OFFICER'S  MANUAL 

The  Dog  Watches. 

Be  ready  for  sunset.  See  that  running,  signal  and  search-lights  are 
ready  for  use  and  so  reported.  Have  oil  lanterns  ready  to  use  as  run- 
ning and  speed  lights  in  event  of  failure  for  any  reason  of  electric 
lights.  About  five  minutes  before  sunset  have  speed  cone  men  take 
halliards  in  hand  and  station  detail  to  turn  on  running  lights.  As  soon 
as  the  senior  ship  hauls  down  her  cones  at  sunset,  turn  on  speed  and 
running  lights  arid  then  do  likewise.  Turn  on  flag  lights,  if  flagship. 
Haul  down  breakdown  flag ;  relieve  this  detail.  Station  deck  lookouts ; 
relieve  masthead  lookouts.  Have  some  competent  person  inspect  stern 
and  flag  lights  (if  any) ,  to  make  sure  they  are  burning  brightly.  Bridge 
lookouts  should  report  the  running  lights  on  taking  stations  and  they 
should  be  reported  every  half  hour  thereafter  until  sunrise.  The  chief 
gunner's  mate  should  report  patent  lifebuoys  primed  and  ready  for 
releasing.  The  regular  watch  (gunner's  mate)  is  stationed  at  signal 
gun.  Muster  lifeboats'  crews  and  receive  reports  from  coxswains  of 
crews  as  to  readiness  of  boats  for  use. 

If  ports  have  been  open  during  the  day,  they  should  be  closed  and 
the  carpenter's  mate  on  watch  should  report  them  so. 

Clothes  may  be  scrubbed  after  4  p.  m.  and  until  8  p.  m.  (see  weekly 
routine,  Atlantic  fleet). 

If  "  movies  "  are  to  be  held,  the  screen  should  be  rigged  aft  on  the 
weather  side  and  light  so  placed  that  it  will  not  interfere  with  the 
vision  of  the  officer  of  the  deck  or  with  other  ships  in  formation.  Word 
should  be  sent  to  all  officers'  messes  when  "  movies  "  are  to  begin.  If 
"  movies  "  are  to  be  held,  "  hammocks  "  should  be  sounded  and  piped 
down  before  starting  the  pictures. 

Hammocks  should  not  be  sounded  before  the  master-at-arms  reports 
the  decks  ready  and  no  hammocks  should  be  allowed  to  leave  the  net- 
tings, except  by  permission  of  the  officer-of-the-deck,  until  piped  down. 
Unless  this  procedure  is  strictly  carried  out,  there  will  be  hammocks 
all  over  the  decks  and  men  will  have  difficulty  in  getting  their  own 
hammocks.  Hammock  stowers  restow  nettings. 

Call  the  watch  about  20  minutes  before  the  hour. 

If  there  are  indications  or  probability  of  rough  weather,  the  awnings 
(if  spread)  should  be  furled  and  forward  hatches  closed  by  8  p.  m. 
If  there  is  no  probability  of  very  .rough  weather,  the  awnings  should  be 
housed.  Hatch  covers  need  not  be  hauled  over  if  there  are  no  immediate 
indications  of  rain,  as  the  watch  on  deck  can  easily  handle  them.  Per- 
mission must  be  obtained  from  the  executive  officer  before  furling 
awnings. 


WATCH  OFFICER;  UNDERWAY  25 

See  that  8  o'clock  signals  are  ready  for  transmission  on  the  hour. 

Relieve  the  details  about  10  minutes  before  8  o'clock  so  as  to  avoid 
congestion. 

Make  the  8  o'clock  report  as  per  procedure  for  noon.  At  this  time 
also  report  8  o'clock  lights  and  galley  fires  out  and  prisoners  secure. 
Set  the  watch  and  muster  same  as  at  8  bells. 

First  Watch. 

Send  8  o'clock  position  and  signals  to  commanding  officer. 

Receive  reports  from  boatswain's  mate  and  coxswain  of  lifeboat  crew. 
Check  compasses,  course,  revolutions  and  position  frequently  during 
the  watch. 

Test  out  search-light  and  see  that  men  on  watch  are  familiar  with 
operation  of  same. 

Check  all  details. 

See  that  running  lights  are  reported  every  half  hour  as  burning 
brightly.  Have  junior  officer  of  watch  inspect  lifebuoy  details  to  see 
that  they  are  familiar  with  their  duties. 

Receive  reports  every  hour  from  gunner's  mate  regarding  signal  gun 
and  battery,  and  carpenter's  mate  regarding  soundings,  and  every  half 
hour  from  the  corporal  regarding  police  condition  and  prisoners. 

There  are  no  9  o'clock  lights  to  be  reported  at  sea,  but  the  10  o'clock 
report  is  made  to  the  commanding  officer. 

Care  should  be  taken  to  see  that  no  "  standing  lights  "  are  switched  off. 

After  pipe  down,  no  unnecessary  noise  should  be  allowed  about  the 
decks  or  elsewhere  in  the  ship. 

The  captain's  night  orders  should  be  read  as  soon  as  received  on  deck. 
If  morning  orders  have  not  been  received  by  10  p.  m.,  send  a  request  to 
the  executive  officer  for  them. 

SHIP  CONTROL. 

Steering. 

Except  to  avoid  immediate  danger,  the  course  shall  not  be  changed 
without  permission  of  the  commanding  officer.  On  soundings,  how- 
ever, as  herein  previously  stated,  the  advice  of  the  navigator  is  suffi- 
cient authority  to  change  the  course.  When  it  appears  that  a  change  of 
course  will  be  necessary  to  clear  a  ship  or  obstacle  (and  there  is  sufficient 
time),  word  to  this  effect  should  be  sent  to  the  captain  immediately. 

0.0.  154  (Conning). 

"  In  conning :  in  giving  commands  to  the  quartermaster  or  steers- 
man the  first  command  will  be  one  of  direction,  i.  e.,  Right !  or  Left ! 


26  WATCH  OFFICER'S  MANUAL 

followed  by  the  amount  of  rudder,  such  as  Eight,  standard  rudder ! 
Left,  10  degrees  rudder !  The  object  being  to  insure  the  quick  carrying 
out  of  the  order  by  the  steersman,  who  starts  turning  his  wheel  instantly 
on  receiving  the  command  Eight !  or  Left ! 

Standard  Orders. 

"  Right  (left)  rudder !  "  or  "  Right  (left) ."  A  command  to  give  her 
right  (left)  rudder  instantly,  an  indeterminate  amount.  In  all  such 
cases  the  officer  conning  the  ship  should  accompany  the  order  with  a 
statement  of  his  motive,  or  the  object  to  be  obtained,  in  order  that  fhe 
steersman  may  execute  the  order  with  intelligence  and  judgment.  Thus, 
"Right  rudder!  Head  for  the  lighthouse."  "Left  rudder!  Pass  the 
buoy  close  on  your  starboard  hand." 

"  Right  (left),  full  rudder!  " 

"  Right  (left),  standard  rudder!  " 

"  Right  (left),  standard  half  rudder!  " 

"  Right  (left),  5  (10,  etc.)  degrees  rudder!  " 

This  order  is  used  in  making  changes  of  course.  The  steersman 
should  then  be  informed  of  the  new  course  (by  such  terms  as  "  Course 
275 !  ")  in  time  to  permit  him  to  "  meet  her  "  on  the  new  course. 

"  Right  (left),  handsomely!  "  This  order  is  given  when  a  very  slight 
change  of  course  is  desired. 

"  Give  her  more  rudder !  "  Increase  the  rudder  angle  already  on,  to 
make  her  turn  more  rapidly. 

"  Ease  the  rudder !  "  Decrease  the  rudder  angle  already  on,  when  she 
is  turning  too  rapidly,  or  is  coming  to  the  heading  required.  The  order 
can  be  given  "  Ease  to  15!  (10,  5,  etc.)." 

"  Rudder  amidships !  "  In  battleships  when  making  a  turn  put  rudder 
amidships  when  about  20  degrees  from  new  course. 

"Meet  her!"  Use  rudder  as  may  be  necessary  to  check,  but  not 
entirely  stop,  her  swing.  Given  when  the  ship's  head  is  nearing  the 
desired  course,  and  she  is  to  be  kept  from  swinging  by  the  new  course. 

"  Steady !  "  or  "  Steady  so !  "  or  "  Steady  as  you  go !  " 

"  Shift  the  rudder !  "  Change  from  right  to  left  rudder  or  vice  versa. 
Given,  for  example,  when  the  ship  loses  headway  and  gathers  stern- 
board,  to  keep  her  turning  in  the  same  direction. 

"Mind  your  rudder!  "  A  warning  to  the  quartermaster  (or  steers- 
man), (a)  to  exact  more  careful  steering,  or  (b)  to  put  him  on  the  alert 
for  the  next  command  to  the  wheel. 

"  Mind  your  right  (left)  rudder!  "  A  warning  that  the  ship  shows  a 
tendency  frequently  to  get  off  her  course,  and  that  if  right  (left)  rudder 


WATCH  OFFICER;  UNDERWAY  27 

be  not  applied  from  time  to  time  to  counteract  this  tendency,  the  ship 
will  not  make  good  the  course  set. 

"  Nothing  to  the  right  (left) !  "  Given  when  the  course  to  be  made 
good  is  a  shade  off  the  compass  card  mark,  and  therefore  that  all  small 
variations  from  the  course  in  steering  must  be  kept,  for  example,  to  the 
southward  of  the  course  set; 

"Keep  her  so!  "  A  command  to  the  quartermaster  (or  steersman) 
when  he  reports  her  heading,  and  it  is  desired  to  steady  her. 

"Very  well!"  Given  to  the  quartermaster  (or  steersman)  after  a 
report  by  him,  to  let  him  know  that  the  situation  is  understood.  (The 
expression  "  All  right !  "  should  not  be  used.  It  might  be  confused  as  an 
order  to  the  wheel.) 

All  orders  as  to  the  course  should  be  preceded  by  the  word  "  com- 
pass " :  "  compass  course,  zero  (two  one;  three-o-f our ;  six  five,  etc.),"  in 
every  case  naming  the  numbers  separately. 

All  orders  to  the  wheel  must  be  repeated  by  the  quartermaster  (steers- 
man). In  all  cases  the  officer  of  the  deck  must  check  the  execution  of 
his  orders. 

Elements  that  May  Affect  Deviation  of  Compasses. 

The  various  elements  which  tend  to  create  additional  deviation  in 
the  compasses  should  be  carefully  guarded  against.  No  one  should  be 
allowed  to  have  keys  or  knives  in  the  near  proximity  of  the  compasses. 
Turret  turning,  turning  on  the  forward  search-light,  hot  forward  smoke- 
pipe,  and  varying  distances  and  changing  relative  position  in  formation 
are  all  conditions  which  will  affect  the  magnetic  compasses. 

Rudder  Angle  and  Steersmen. 

For  steering  a  course  in  moderate  weather  five  degrees  of  rudder  angle 
is  sufficient.  Inexperienced  or  poor  steersmen  invariably  use  too  much 
rudder  angle  and  consequently  steer  all  over  the  ocean.  Unequal  revo- 
lutions of  the  engines  or  currents  may  produce  a  constant  rudder  angle, 
and  this  should  be  properly  allowed  for.  The  ability  of  a  steersman 
should  be  well  known,  but  if  it  is  not  known,  he  should  be  carefully 
observed  as  soon  as  he  takes  the  wheel.  Do  not  allow  poor  or  inexperi- 
enced steersmen  to  take  the  wheel  in  close  formations  or  in  the  near 
vicinity  of  land. 

Swinging  of  Ship. 

When  using  magnetic  compasses,  it  is  easier  to  tell  ^hen  the  ship  is 
swinging  off  her  course  by  observing  the  relation  of  bow  or  stern  of  the 
ship  to  a  steady  cloud  or  one  of  the  astronomical  bodies.  With  the  gyro- 
compass the  swing  of  the  ship  is  instantly  apparent  and  observations  as 
above  are  needless. 


28  WATCH  OFFICER'S  MANUAL 

Gyro-Compasses,  Operating. 

The  repeaters  of  the  gyro-compass  are  operating  when  the  click  is 
heard.  If  this  click  ceases,  the  master  gyro-compass  has  stopped  or  the 
repeaters'  circuit  has  become  inoperative.  This  should  be  reported  to 
the  navigator  at  once  and  the  gyro-compass  electrician  should  be  put 
on  the  job  immediately.  In  the  event  of  failure  of  the  gyro-compass, 
the  steersman  should  be  ordered  to  steer  by  magnetic  compass. 

Turning  Over  the  Course  by  Steersmen. 

Steersmen  should  always  be  made  to  report  the  course  turned  over  on 
being  relieved. 

Speed  Control. 
Speed  Changes. 

All  permanent  changes  are  made  by  orders  of  the  chief  engineer  who 
receives  his  orders  from  the  captain.  This  fact,  however,  in  no  manner 
whatsoever  prevents  the  officer  of  the  deck  from  ordering  any  speed  he 
thinks  necessary  to  keep  station,  conform  to  changes  in  formation  or 
avoid  dangers.  When  an  excess  over  standard  speed  is  required  to  keep 
station,  the  captain  should  be  notified.  The  engine  room  should  be  kept 
as  fully  informed  as  possible  of  contemplated  changes  in  speeds  with 
approximate  length  of  time  the  change  will  be  maintained. 

Information  to  Engine  Room  on  Entering  Port. 

The  engine  room  should  be  kept  fully  informed  as  to  probable  time  of 
anchoring  when  entering  a  port. 

Speed  when  Guide. 

When  guide  in  formation  the  speed  of  engines  should  be  continuously 
checked  by  the  indicators  on  bridge. 

Emergency  Signals. 

In  emergency,  to  obtain  the  highest  possible  speed,  ahead  or  astern, 
capable  with  boilers  in  use,  "  ring  up  "  two  or  three  times  in  rapid 
succession  on  engine  room  telegraph. 

Handling  Engine  Room  Telegraph. 

Unless  the  ship  is  in  actual  danger  of  collision  or  grounding,  do  not 
ring  from  ahead  to  full  astern.  Always  in  ordinary  circumstances  put 
the  telegraph  on  stop  before  indicating  astern. 

The  men  stationed  at  the  engine  room  telegraphs  should  be  carefully 
instructed  to  move  the  handle  smartly,  but  steadily.  A  quick,  jerky 
motion  will  surely  break  the  connecting  wires  or  disable  the  instrument. 

When  making  a  turn  of  45°  or  more  the  handles  of  both  revolution 
indicators  should  be  put  on  turn  and  left  there  until  the  rudder  is  again 
amidships. 


WATCH  OFFICER;  UNDERWAY  29 

Orders  to  the  Engine  Telegraphs. 
0.  0.  154. 

The  command  is  in  three  parts : 

Standard  Orders. 

(1)  The  first  part  is  to  the  engine,  as:  "  Starboard  (port)  engine!  " 
or  "  All  engines !  "  This  puts  the  proper  telegraph  man  (or  both)  on  the 
alert.    This  is  the  preparatory  command,  and  he  should  at  once  start 
his  lever. 

(2)  The  second  part  of  the  command  is  the  command  of  execution  and 
it  is  the  direction  the  engine  telegraphs  are  to  be  moved,  as :  "  Ahead !  " 
or  "  Back!" 

(3)  The  third  part  of  the  command  gives  the  speed  at  which  the 
engines  are  to  be  moved. 

The  following  are  all  the  commands  to  the  engine  telegraphs : 
"  (1)  All  engines,  ahead  one-third  (two-thirds,  standard,  full);  or 
All  engines,  back  one-third  (two-thirds,  full)." 

"  (2)  Starboard  (port)  engine,  ahead  one-third  (two-thirds,  stand- 
ard, full) ;  Port  (starboard)  engine,  back  one-third  (two-thirds,  full)." 

Checking  Telegraphs. 

When  the  order  to  the  engines  is  acknowledged  by  the  engine  rooms, 
and  the  indicator  shows  that  the  engines  are  obeying,  the  telegraph  men 
must  report,  for  example,  "  Starboard  engine  backing  one-third,  sir." 

In  all  cases  the  officer  of  the  deck  must  check  the  execution  of  his 
orders. 

Full  Speed  Signal. 

When  full  speed  is  being  used  in  formation,  be  sure  that  the  "  meal 
pennant "  is  hoisted  at  the  weather  yardarm  when  two  cones  are  up ;  and 
on  the  same  side  as  cone  when  only  one  is  used. 

Speed  Indicators. 

Speed  cones  or  the  speed  light  should  be  changed  the  instant  speed 
change  is  put  on  engine  room  telegraph. 

Interference  of  Signal  by  Smoke. 

In  formation  the  smoke  of  a  vessel  is  likely  to  make  the  speed  light 
apparently  flash.  This  must  be  looked  out  for. 

Orders  to  Engine  Room  Repeated. 

Orders  to  engine  room  should  be  carefully  repeated  from  engine 
room  over  voice  tube.  This  should  be  insisted  upon. 


30  WATCH  OFFICER'S  MANUAL 

Piloting. 

Authority  to  Change  Course. 

When  on  soundings  the  advice  of  the  navigator  is  sufficient  authority 
to  change  course,  but  any  change  should  be  immediately  reported  to  the 
captain. 

Information  to  the  Navigator. 

The  navigator  should  be  kept  fully  informed  of  any  changes  of  course 
of  which  he  is  not  aware  ;  all  changes  of  speed ;  sighting  of  lights ;  buoys 
and  any  other  aids  to  navigation. 

Doubtful  Position,  Lights,  etc. 

When  in  any  doubt  as  to  the  ship's  position  or  to  lights  visible,  the 
fact  should  be  referred  to  the  navigator  at  once. 

Entering  Pilot  Waters. 

On  entering  pilot  waters  or  on  soundings,  the  leadsmen's  platforms 
should  be  rigged ;  the  lead  line  should  be  coiled  clear  for  use  and  leads- 
men detailed  for  the  chains.  Frequent  casts  should  then  be  made  so  as 
to  check  positions.  If  the  position  of  the  ship  is  in  doubt,  the  speed 
should  be  reduced  so  that  correct  soundings  may  be  obtained.  In  cold 
weather  have  leadsmen  relieved  frequently.  If  steaming  on  soundings 
for  a  long  period  outside  of  shallow  water  or  if  in  such  locality  that  the 
leadsmen  may  not  be  necessary,  they  may  be  dispensed  with  providing 
permission  for  so  doing  is  obtained  from  the  captain. 

Check  Position  Frequently. 

When  in  sight  of  land  the  ship's  position  should  be  frequently 
checked. 

Danger  Imminent  Along  Coast. 

When  steaming  along  the  coast  always  be  sure  of  your  position ;  when 
in  doubt  and  danger  is  imminent  stand  out  on  course  at  right  angles 
to  the  course  being  steered,  having  due  regard  for  any  obstructions  to 
navigation  on  such  new  course.  Eesume  original  course  when  distance 
steamed  gives  a  safe  offing. 

Needless  Risks. 

The  ocean  is  big,  the  dangers  to  navigation  are  many,  so  it  is  need- 
less to  increase  these  dangers  by  standing  too  close  to  the  shore  or  cutting 
close  around  land,  rocks  or  other  obstructions. 

Allowance  to  be  Made  in  Position. 

In  the  methods  given  below  involving  run  of  ship  to  obtain  positions, 
allowance  is  not  made  in  the  tables  or  rules  for  currents,  so  due  correc- 
tions must  be  made  in  all  observations. 


WATCH  OFFICER;  UNDERWAY  31 

Kind  of  Bearings  to  Use. 

Each  set  of  bearings  should  always  be  of  the  same  kind ;  either  com- 
pass, magnetic  or  true. 

Methods  of  Finding  Position. 

The  methods  for  checking  positions,  briefly  summarized,  follow : 

Two  objects  in  line  or  range :  this  gives  a  line  position  which  may  be 
crossed  by  bearing  of  another  object  and  the  ship's  exact  position 
obtained. 

Cross  bearings  of  two  or  more  objects  not  in  line  subtending  angle 
or  angles  larger  than  30  degrees. 

Two  angles  subtended  by  three  objects :  the  three-point  method ;  the 
three-arm  protractor  is  used  for  plotting  this. 

Bearing  of  single  object  and  distance  of  stadimeter  or  range-finder. 

Single  known  object  with  two  different  bearings  and  run  between. 
This  method  is  most  frequently  used  and  a  number  of  special  cases  are 
very  easily  applied.  Tables  5A  and  5B,  Bowditch  (American  Practical 
Navigator,  1916)  give  solutions  for  any  pair  of  bearings,  and  the  special 
cases  are  derived  from  these  solutions.  Either  the  distance  away  from 
object  at  last  bearing  or  distance  abeam  on  same  course  may  be  obtained 
by  this  method. 

The  special  cases  of  the  above  are : 

Doubling  the  angle  on  bow :  the  distance  away  at  second  bearing  is 
equal  to  the  run  from  first  bearing.  Taking  bow  and  beam  bearing  is  a 
familiar  example  of  this. 

26£°  and  45°  from  ahead:  the  distance  object  will  be  passed  abeam 
is  equal  to  run  between  bearings.  The  following  pairs  of  angles  give 
the  same  result: 

22°-34°  32°-59° 

25°-il°  40°-79° 

27°-46°  44°-88° 

29°-51°  45°-90° 

Seven-tenths  rule :  0.7  x  run  between  two-  and  four-point  bearings  on 
the  bow  will  be  the  distance  object  will  be  passed  abeam. 

Seven-thirds  rule:  7/3  x  run  between  bearings  at  22£°  and  26£°  on 
the  bow  will  be  the  distance  object  will  be  passed  abeam. 

The  Run. 

The  "  run  "  is  the  difference  between  certain  readings  of  the  patent 
log  taken  at  the  same  time  as  certain  bearings,  the  run  between  which  is 
desired.  When  data  concerning  bearings  are  entered  in  the  log  (the  times 
3 


32  WATCH  OFFICERS  MANUAL 

and  distances  of  prominent  objects  on  all  beam  bearings  should  be)  the 
patent  log  reading  should  also  be  entered. 

Distance  to  Lights. 

When  a  light  appears  on  the  horizon  its  distance  may  be  determined 
as  follows : — 

The  distance  to  sea  horizon  in  miles  is  approximately  equal  to 
8/7  X  Vh,  where  (h)  is  equal  to  the  height  of  the  observer's  eye  in  feet. 
The  distance  of  horizon  to  light  is  calculated  in  same  manner,  (h)  here 
being  the  height  of  light,  and  the  sum  of  the  above  two  distances  is 
equal  to  distance  of  observer  to  light. 

Bobbing  Lights. 

Lights  of  lighthouses  and  the  less  brilliant  ones  of  vessels  may  be  dis- 
tinguished by  "  bobbing "  the  lights  sighted.  On  sighting  the  light 
decrease  the  height  of  the  eye  above  the  water-line.  If  the  light  dis- 
appears it  obviously  is  at  a  great  distance  beyond  the  horizon  and  if  it 
remains  visible  is  carried  by  a  vessel.  If  the  light  disappears  the 
assumed  position  should  be  retained  until  the  light  again  becomes 
visible.  This  should  be  repeated  to  avoid  errors.  Determining  the 
status  of  a  light  by  this  method  is  of  considerable  value. 

To  Pick  Up  Lights  at  Distances. 

When  in  doubt  as  to  position  or  anxious  to  sight  a  particular  light  at 
a  certain  time,  send  a  man  aloft  to  be  on  the  lookout  for  it  and  let  him 
follow  it  down. 

Effect  of  Weather  on  Color  of  Lights. 

Hazy  or  foggy  weather  may  make  white  lights  appear  red ;  therefore, 
caution  should  be  used  in  determining  lights  in  this  kind  of  weather. 

Following  the  Leader,  Care  to  be  Taken. 

"  It  should  be  thoroughly  understood  on  every  ship  that  whether  in 
formation  or  acting  singly,  the  officers  of  the  ship  are  always  responsible 
for  her  safe  navigation.  Therefore,  on  entering  and  leaving  harbor  as 
well  as  at  times  when  maneuvering  on  soundings,  you  should  not 
blindly  follow  your  leader  under  the  supposition  that  because  he  safely 
passed  foul  ground  ahead  you  are  bound  to  do  likewise.  There  are 
several  things  to  be  considered:  the  tide,  the  wind,  and  the  natural 
deflection  of  the  tail  of  a  long  column  in  turning.  The  resultant  of 
these  may  be  sufficient  to  set  the  ship  down  on  the  danger.  Under  these 
circumstances  you  should  turn  over  the  same  ground  as  the  leader  and 
not  in  the  same  water,  as  this  may  have  changed  position  considerably ." 


WATCH  OFFICER;  UNDERWAY  33 

Maneuvering — Single  Ship. 
Ship's  Individual  Characteristics. 

Every  ship  has  its  own  peculiarities,  but  those  of  the  same  type  gen- 
erally have  about  the  same  tactical  characteristics.  It  follows  that  an 
officer  should  not  only  know  the  general  elements  that  affect  the  maneu- 
vering qualities  of  a  ship,  but  he  should  also  learn  by  experience  the 
behavior  of  his  own  ship  under  various  conditions. 
Pivoting  Point. 

The  stern-  (not  the  bow)  of  a  ship  does  the  sheering.    The  pivoting 
point  is  roughly  about  one-quarter  the  length  of  the  ship  from  the  bow. 
Shallow  Water. 

A  ship  will  not  maneuver  well  in  shallow  water. 
To  Turn  Short  with  Headway. 

To  keep  headway  on  and  turn  short,  reverse  one  engine  and  use  the 
rudder  as  for  going  ahead. 
To  Turn  in  Shortest  Space. 

To  turn  in  shortest  space,  keep  one  engine  going  full  astern  and  the 
other  standard  ahead,  or  two-thirds  ahead  and  standard  astern. 
To  Turn  in  Shortest  Time. 

To  turn  in  shortest  time,  both  engines  full  ahead  and  use  hard  over 
rudder. 
Effect  of  Speed  on  Turns. 

The  higher* the  speeds  the  quicker  the  turns;  the  slower  the  speeds 
the  slower  the  turns. 

Speed  only  slightly  affects  the  turning  circle  of  a  ship  as  long  as  the 
rudder  angle  and  draft  are  the  same.    The  speed  does,  however,  affect 
the  time  of  travel  around  the  circle. 
Effect  of  Wind  and  Sea  on  Turning. 

Wind  and  sea  both  have  a  decided  effect  on  the  maneuvering  of  a 
ship.  Ships  with  high  bows  turn  slowly  into  the  wind  and  more  rapidly 
away  from  it.*  With  heavy  seas  and  strong  wind,  it  is  nearly  impossible 
even  with  hard  over  rudder,  to  turn  one  of  the  new  destroyers  into  the 
wind.  Heavy  seas  make  all  maneuvers  uncertain. 
In  Backing. 

In  backing,  a  ship  will  generally  back  into  the  wind;  right-handed 
screws  usually  throw  the  stern  to  port. 
Standard  Diameter. 

The  standard  diameter  of  a  ship's  turning  circle  is  that  of  the  stand- 
ard turning  circle  as  designated  by  the  commander-in-chief. 

*  This  is  apparently  not  true  of  ships  of  the  Pennsylvania  class  where  the  after 
underwater  section  is  cut  away,  as  it  is  very  difficult  to  keep  such  ships  from 
turning  into  the  wind  when  once  started  swinging. 


34  WATCH  OFFICER'S  MANUAL 

Tactical  Diameter. 

The  tactical  diameter  of  a  ship's  turning  circle  is  that  of  the  turning 
circle  of  a  ship  at  12  knots  speed  with  draft  at  load  water-line  and  rudder 
angle  of  35  degrees. 

Diameter  of  Turning  Circle. 

With  hard  over  rudder,  both  engines  ahead,  the  diameter  of  a  battle- 
ship's turning  circle  is  approximately  three  times  her  length. 

Carrying  Way. 

The  "way"  carried  by  a  ship  varies  as  her  displacement;  i.  e.,  the 
larger  the  ship,  the  greater  the  momentum  and  the  farther  the  distance 
traversed  after  stopping  of  engines.  The  larger  the  ship,  the  longer  it 
takes  to  gather  way  and  vice  versa. 

In  this  regard  due  consideration  must  also  be  had  to  the  lines  of  the 
ship,  as  the  finer  the  lines  and  the  narrower  the  beam,  the  less  the 
resistance  of  the  water  to  the  ship  and  the  farther  she  will  carry  her  way. 

Losing  Headway. 

The  average  ship  steaming  ahead  and  suddenly  reversing  engines 
(using  the  same  power  in  backing  as  in  going  ahead)  will  usually  lose 
headway  in  three  to  five  times  her  length. 

Floating  Objects,  To  Pick  Up. 

To  pick  up  a  floating  object  from  a  ship  at  sea,  go  to  the  windward  of 
it  and  stop  beam  to  the  wind ;  your  drift  to  the  object  will  depend  upon 
the  wind's  strength.  As  the  ship  is  usually  much  larger  than  objects 
drifting  in  the  water,  it  is  logical  that  she  will  drift  much  more  rapidly 
than  such  objects. 

Steam  Whistle,  Use  of. 

When  acting  singly  in  foggy,  misty  or  thick  weather,  the  steam 
whistle  shall  be  used  in  accordance  with  Eules  of  the  Road.  Additional 
lookouts  should  be  placed  in  the  eyes,  on  the  beams,  on  the  quarterdeck 
and  in  the  tops.  Speed  is  controlled  in  accordance  with  Eules  of  the 
Road. 

Maneuvering — in  Formation.* 

General. — Ship  handling  is  one  of  the  most  important  duties  that 
officers  are  required  to  perform,  and  unless  an  officer  is  proficient  in  this 
he  will  not  only  be  the  cause  of  mortification  to  the  other  officers  of  his 

*  From  "  Notes  on  Cruising  in  Formation,"  translated  from  the  German  by 
Commander  R.  R.  Belknap,  U.  S.  N. ;  "  Whispers  f  ro'm  the  Fleet,"  by  Captain 
Christopher  Cradock,  R.  N.  C.  B. ;  "  School  of  the  Ship,"  by  Captain  A.  W.  Grant, 
U.  S.  N. ;  and  from  experience  in  the  fleet  compiled  by  the  Seamanship  Depart- 
ment, U.  S.  Naval  Academy,  Commander  G.  W.  Laws,  U.  S.  N.,  Head  of  Department. 


WATCH  OFFICER;  UNDERWAY  35 

ship,  but  will  be  a  source  of  danger  to  his  own  ship  and  to  other  ships  in 
formation.  The  importance  of  maneuvering  can  be  realized  when  one 
thinks  that  it  is  by  this  means  that  the  guns  are  brought  within  range 
of  the  enemy.  A  fleet  or  squadron  that  is  poorly  drilled  and  incapable  of 
rapid  and  accurate  maneuvering  is  at  a  great  disadvantage  and  will  be 
unable  to  place  the  ships  in  such  a  position  relatively  to  the  enemy  as  to 
enable  the  maximum  gun-fire  to  be  developed.  The  opportunities  for 
officers  to  practice  handling  and  maneuvering  battleships  is  very  limited, 
and  for  this  reason  no  chance  for  experience  or  information  along  this 
line  should  be  neglected.  Much  can  be  learned  by  watching  other  officers, 
especially  those  who  have  gained  reputations  for  skilful  work  in  handling 
ships ;  but  a  great  deal  can  also  be  learned  by  watching  those  who  are 
not  so  skilful,  and  by  deciding  in  your  own  mind  the  causes  of  the  failure 
or  lack  of  skill. 

Handling  destroyers  and  smaller  craft  is  the  best  practice  that  can  be 
had,  and  an  officer  who  has  developed  his  judgment,  nerve  and  seaman's 
eye  on  a  fast  running  destroyer  is  not  likely  to  fail  later  when  it  comes  to 
handling  the  slower  moving  battleship. 

Conning. — An  officer  in  conning  from  the  bridge  should  stand  in  the 
place  where  he  can  best  see  what  his  own  and  other  ships  are  doing. 

In  column,  the  best  place  usually  is  amidships  near  the  wheel  so  that 
he  will  have  this  immediately  under  his  eye  and  can  see  what  the  ships 
ahead  are  doing. 

In  line  or  line  of  bearing,  the  best  place  is  near  the  pelorus  on  the 
side  towards  the  guide  and  in  such  a  position  that  he  can  still  keep  his 
eye  on  the  wheel.  The  terms  used  in  giving  orders  to  the  wheel  and  to 
the  engine  room  telegraphs  are  prescribed  by  General  Order  No.  154. 
These  terms  should  be  thoroughly  familiar  to  every  officer  and  should  be 
carefully  adhered  to. 

Getting  Underway  and  Standing  Out. 

The  details  of  this  maneuver  vary  in  accordance  with  the  relative 
position  of  the  flagship,  the  space  for  maneuvering,  and  the  state  of  the 
tide.  The  usual  faults  that  tend  to  spoil  the  maneuver  are :  ( 1 )  Ships 
do  not  get  up  anchor  at  the  same  time ;  (2)  when  it  is  necessary  to  turn 
the  ships  before  standing  out,  the  turns  are  not  made  together;  and  (3) 
in  standing  out  distance  is  lost  by  one  or  more  ships. 

The  ships  are  anchored  with  the  same  amount  of  chain  out  and  unless 
the  order  is  given  beforehand  to  "  Heave  short,"  no  chain  should  be 
heaved  in  by  any  ship  until  the  signal  is  executed  to  "  Get  underway." 
The  anchor  engine  should  be  well  warmed  up,  however,  so  that  the 
instant  the  signal  is  executed,  the  order  to  "  Heave  around  "  can  be 


36  WATCH  OFFICER'S  MANUAL 

given.  The  anchors  of  the  various  ships  should  break  ground  about  the 
same  time,  ships  having  powerful,  fast  running  anchor  engines  waiting 
for  those  having  slower  ones.  In  order  that  all  ships  may  weigh  their 
anchors  about  the  same  time,  the  order  to  "  Heave  short "  should  be 
given  first.  As  soon  as  their  anchors  are  up,  ships  should  be  ready  to 
promptly  take  standard  speed  with  the  guide. 

First  Case  (Fig.  1). — Ships  anchored  in  column,  lying  to  flood  tide. 
This  case  presents  little  difficulty.     The  precaution  necessary  here  as 
in  all  cases  of  getting  underway  is  to  have  plenty  of  power  in  order 

1  that  you  may  keep  closed  up  and  not  lose  distance.    If  necessary  an 
extra  boiler  should  be  in  use,  the  fires  in  good  condition  and  the 

2  engines  well  warmed  up.     It  is  important  that  no  ship  should 
gather  way  until  it  is  time  for  her  to  move,  but  when  the  proper 

A  3  time  arrives  ships  should  go  ahead  promptly  and  with  such  speed 
as  to  insure  that  standard  distance  will  be  maintained.    One  point 

A  4  that  has  usually  to  be  considered  in  order  to  keep  in  position  prior 
to  starting  ahead,  is  the  swing  or  way  given  to  the  ship  by  the 
anchor  engine  in  heaving  in.  This  is  counteracted  by  the  engines  when 
the  anchor  is  aweigh.  It  is  necessary  for  the  officer  of  the  deck  to  care- 
fully observe  the  effect  of  weighing  and  also  the  effect  of  tide  and  wind 
on  the  ship,  in  order  that  any  forces  tending  to  take  the  ship  out  of 
position  may  be  overcome  at  once  and  before  they  have  acquired  their 
full  effect. 

Second  Case. — Ships  anchored  as  before,  but  lying  to  the  ebb  tide  or 
athwart  the  channel. 

In  this  case  it  will  be  necessary  for  the  ships  to  turn  before  standing 
out.  All  the  ships  should  turn  together  following  the  motions  of  the 
flagship  and  keeping  her  on  the  bearing  of  the  anchorage.  You  must 
know  beforehand  how  to  turn  your  ship  on  its  heel,  or  if  this  is  im- 
possible, then  in  the  shortest  possible  space.  With  out-turning  twin 
screws,  ships  will  usually  turn  on  their  heel  by  backing  full  on  the  inner 
screw  and  going  ahead  two-thirds  on  the  outer  screw  with  rudder 
amidships.  The  revolutions  of  the  backing  engine  should  remain  con- 
stant and  those  of  the  one  going  ahead  should  be  varied  in  order  to  keep 
way  off  the  ship.  The  quartermaster  in  the  chains  will  let  you  know, 
when  required,  what  the  ship  is  doing  over  the  ground,  and  shore 
ranges  should  always  be  watched  when  practicable  for  the  same  purpose. 
In  shallow  water  (that  is,  with  little  water  under  the  keel)  it  is 
better  not  to  work  either  screw  at  full  speed — backing  one-third — with 
the  inner  screw  and  slightly  faster  ahead  with  the  outer  has  been  found 
successful. 


WATCH  OFFICER;  UNDERWAY  37 

With  ships  having  four  shafts  and  small  propellers,  it  may  be  neces- 
sary to  start  the  ship  swinging  in  the  proper  direction  by  going  ahead 
on  all  engines  with  hard  over  rudder  before  backing  the  screws  on  the 
side  toward  which  the  turn  is  to  be  made.  With  four  propellers,  the 
rudder  will  assist  when  turning  short  around,  and  should  be  placed  in 
position  as  if  ship  had  headway  on. 

Experience  is  necessary  in  order  to  stop  the  swing  at  the  proper  point. 
Usually  the  engines  are  stopped  when  about  20  or  30  degrees  short  and 
then  reversed  when  within  about  10  degrees  of  the  desired  course. 

Third  Case  (Fig.  2).  —  Being  anchored  in  column  inverted  order  to 
get  underway  and  stand  out  in  natural  order,  ships  lying  to 
flood  tide.    (This  is  the  case  where  the  flagship  led  the  way  f  1 

into  harbor  and  is  going  to  lead  in  going  out.)     Signal  is  A 

made  to  cast  to  starboard  or  port.    The  rear  ship  obliques 
to  the  right  (or  to  the  left)  as  ordered,  and  upon  gaining  f  3 

half  distance  (unless  channel  is  too  narrow  or  otherwise  A 

directed)  stands  out  or  on  course  indicated.  Other  ships  /* 
oblique  in  succession  and  follow  the  new  leader.  The  flag-  4  f  /Q 
ship  takes  standard  speed  as  soon  as  possible.  In  this  case  A 


the  difficulty  for  ships  Nos.  2,  3  and  4,  is  to  decide  when  to 

start  their  engines  and  when  to  go  standard  speed  so  that  20    ,h 

they  will  arrive  in  wake  of  the  leader  at  standard  distance.     S 

In  order  to  drop  into  column  with  ship  starting  from  rest,     " 
go  ahead  one-third  speed  when  your  new  next  ahead  is  passing  and  is 
about  two  points  abaft  your  beam  ;  go  ahead  standard  speed,  when  she 
is  abeam. 

When  ships  are  lying  to  the  ebb  tide,  the  maneuver  is  the  same  except 
that  ships  turn  together  first.  The  same  remarks  apply  here  as  in 
Cases  1  and  2  about  holding  position,  turning  and  going  ahead  promptly 
at  the  proper  time  ;  usually,  however,  ships  turn  about  two  points  short 
so  that  they  are  in  position  to  go  ahead  immediately. 

In  Column. 

There  is  one  general  cautionary  remark  regarding  handling  ships  in 
column  with  which  all  officers  should  be  familiar  and  bear  in  mind  at  all 
time.  It  is  "  Always  consider  your  next  astern."  From  this  comes  a 
more  particular  saying,  "  In  column,  ships  should  always  be  a  little 
ahead  rather  than  astern  of  position." 

Steady  steaming  and  uniformly  good  steering  by  the  leading  ship  or 
guide  are  essential  for  good  station  keeping. 

The  officer  of  the  deck  of  the  leading  ship  should  devote  his  energies 
to  keeping  the  revolutions  of  the  engines  of  his  ship  constant  and  to 


38  WATCH  OFFICER'S  MANUAL 

seeing  that  a  steady  and  accurate  course  is  steered.  Any  unsteadiness 
on  the  part  of  the  guide  is  communicated  down  the  line  in  an  increased 
ratio,  causing  considerable  increase  in  the  coal  consumption  of  the  fol- 
lowing ships  and  making  it  difficult  or  impossible  for  these  ships  to  keep 
in  position.  In  formation  the  revolutions  of  the  engines  of  all  ships 
should  be  checked  frequently  by  revolution  indicators  on  the  bridge. 

The  officer  of  the  deck  of  a  following  ship  should,  when  coming  on 
watch,  pay  careful  attention  to  the  station  of  the  ship.  By  so  doing  for 
the  first  quarter  of  an  hour,  he  may  save  himself  trouble  for  the 
remainder  of  the  watch.  He  should  ascertain  the  average  number  of 
revolutions  during  the  preceding  watch,  and  providing  the  speed  is  the 
same,  this  number  ought  to  keep  the  ship  in  position,  when  once  she  is 
steadied. 

When  steaming  in  column  and  a  ship  is  out  of  position  there  are  two 
ways  of  getting  her  back  and  steadied.  Suppose  that  a  ship  is  50  yards 
behind  position.  When  she  started  to  lose  distance  the  officer  of  the 
deck  probably  increased  the  revolutions  by  one  or  two  turns  and  when 
she  continued  losing  he  did  the  same  thing  again  until  finally  he  had  her 
steadied.  At  this  point  an  addition  of  one  or  two  turns  should  cause 
her  to  gain  slowly,  but  he  must  remember  to  take  off  the  additional  turns 
before  the  ship  arrives  at  the  proper  distance,  or  she  will  over  run  due 
to  her  additional  way.  The  mass  of  a  battleship  is  very  great  and 
momentum  is  acquired  and  lost  very  slowly  and  an  officer  can  only  judge 
by  past  experience  the  exact  time  to  increase  or  decrease  the  revolutions 
in  order  to  have  the  ship  steadied  at  the  proper  distance.  Another 
method,  and  one  probably  more  exact,  is  by  using  a  fixed  increase  for  a 
certain  period.  Suppose  the  officer  of  the  deck  has  the  ship  steadied 
50  yards  astern  of  distance,  and  he  knows  that  an  increase  of  6  revolu- 
tions of  the  engines  will  increase  the  speed  1  knot  per  hour.  This 
will  mean  ^|^, or  33^  yards  per  minute.  By  increasing  the  speed  by  6 
turns  for  1|  minutes  he  will  therefore  gain  the  necessary  50  yards  and 
he  will  know  the  exact  time  to  reduce  the  revolutions. 

When  cruising  in  column  an  officer  should  endeavor  to  keep  the  ship 
in  position  with  few  changes  of  revolutions.  Ten  or  12  changes  during 
a  four-hour  watch  should  be  sufficient. 

To  Change  Course  in  Succession  in  Column. — This  is  a  very  common 
movement  and  one  with  which  all  watch  officers  should  be  familiar.  In 
making  a  column  movement  each  ship  should  turn  in  the  same  water 
and  on  the  same  arc  as  the  leader.  The  test  is,  that  on  each  ship  after 
having  completed  the  turn  of  the  number  of  degrees  indicated,  the 


WATCH  OFFICER;  UNDERWAY  39 

officer  of  the  deck  shall  see  the  masts  of  the  ships  ahead  in  line  on  the 
correct  bearing  and  have  his  ship  at  the  proper  distance. 

Common  Faults. — (1)  Steersman  Following  Stern  of  Ship  Ahead: 
When  the  ship  ahead  puts  her  rudder  over,  her  stern  swings  outward 
in  the  opposite  direction  across  the  course.  The  steersman,  seeing  that 
his  ship  is  headed  for  the  quarter  of  the  ship  ahead,  eases  off  and  follows 
her  stern.  This  causes  a  sag  of  the  column  away  from  the  direction  in 
which  the  turn  is  to  be  made. 

Eemedy:  When  ship  ahead  puts  her  rudder  over  caution  the  steers- 
man to  "  Steer  the  compass  course." 

(2)  Turning  Outside:   In  this  case  the  rudder  is  put  over  too  late, 
causing  the  stem  of  the  ship  to  get  outside  of  the  wake  of  the  ship  ahead. 
In  this  position  the  screw  current  strikes  her  on  the  inner  bow  and 
causes  her  to  go  still  further  outside. 

Caution :  Tactical  instructions  require  that  "  a  ship  that  turns  out- 
side of  the  wake  of  the  next  ahead  shall  not  attempt  to  take  her  position 
in  column  at  once,  but  shall  steer  a  course  parallel  to  that  of  the  leader 
until  the  next  astern  has  made  her  turn  and  shall  then  gradually  sheer 
into  position." 

Remedy:  If  the  turn  is  started  only  a  little  outside,  increase  the 
speed  to  full,  and  give  her  more  rudder — hard  over  if  necessary.  This 
should  bring  her  back  in  the  wake  of  the  next  ahead  when  the  rudder 
can  be  eased  and  the  speed  reduced  to  standard.  If  the  turn  is  started 
too  late  to  attempt  to  get  back,  ring  up  full  speed,  increase  rudder  to 
standard,  but  ease  it  in  plenty  of  time  to  follow  tactical  instructions. 

(3)  Turning  Inside :  Rudder  is  put  over  too  soon. 

Remedy:  Decrease  speed  considerably,  ease  the  rudder  handsomely. 
If  ship  straightens  .out  and  threatens  to  cross  the  wake  of  the  ship 
ahead,  increase  speed  and  rudder  angle.  If  the  ship  actually  crosses  the 
wake,  tactical  instructions  for  a  ship  turning  outside  apply. 

Caution:  Great  care  must  be  exercised  in  easing  the  rudder  when 
turning  inside  as  the  ship  will  forge  ahead  when  relieved  of  the  drag  of 
the  rudder,  causing  the  stem  of  the  ship  to  get  in  close  proximity  to  the 
quarter  of  the  next  ahead. 

(4)  Loss  of  Distance  During  a  Turn:   This  is  usually  due  to  inex- 
perience..   In  the  turn,  as  the  ship  closes  on  the  ship  ahead,  the  officer 
of  the  deck,  thinking  the  ship  too  near,  reduces  speed,  with  the  result 
that  when  the  turn  is  completed  the  ship  is  well  behind  position.    This 
closing  up  during  a  turn  is  very  alarming  to  a  beginner,  but  he  should 
realize  that  when  the  ship  ahead  puts  her  rudder  over  and  starts  to  turn, 
her  speed  is  greatly  reduced  due  to  the  turn  and  the  drag  of  the  rudder 
across  her  stern.    The  ship  astern  still  has  standard  speed  and  hence 


40  WATCH  OFFICER'S  MANUAL 

closes  rapidly  until  the  turning  point  is  reached.  At  this  point  her 
rudder  goes  over,  her  speed  is  reduced  and  the  ship  ahead,  having 
straightened  out  on  the  new  course,  rapidly  draws  away.  When  both 
ships  are  straightened  out  they  should  be  at  standard  distance,  the 
engines  not  having  been  changed. 

How  to  Make  a  Turn. — When  the  ship  ahead  puts  her  rudder  over, 
caution  the  steersman  "  Steer  the  compass  course." 

When  the  kick  of  the  ship  ahead  caused  by  putting  rudder  over  is  at 
the  exact  spot  abaft  the  stem  of  your  ship  (a  certain  stanchion  or  some 
well-marked  place  ascertained  by  experience),  give  the  order  "Right 
(or  left),  standard  half  rudder."  Keep  the  stem  of  your  ship  inside  the 
rough  water  of  the  wake  of  the  ship  ahead,  a  distance  equal  to  the  beam 
of  your  ship — small  changes  of  the  rudder  should  accomplish  this. 
When  within  20  degrees  of  the  new  course  give  "  Eudder  amidships." 
When  within  about  10  degrees  of  the  new  course,  "  Meet  her."  When  on 
the  new  course,  "  Steady."  Avoid  stopping  short  by  meeting  her  with 
too  much  rudder,  but  also  avoid  swinging  past  the  new  course. 

The  officer  of  the  deck  of  the  leading  ship  must  exercise  great  care  to 
come  at  once  to  the  course  after  a  turn,  otherwise  the  maneuver  will  be 
made  difficult  for  the  ships  astern  and  a  delay  will  be  experienced  in 
forming  a  properly  aligned  column. 

Points  to  Remember  About  Turning. — (1)  Tactical  instructions  pre- 
scribe that  "  the  throttle  shall  not  be  touched  during  a  turn  except  in 
obedience  to  an  order  from  the  bridge."  The  engine  room  should  there- 
fore be  notified  when  a  turn  is  started.  This  is  usually  done  by  means 
of  an  electric  indicator  worked  from  the  bridge  that  shows  in  the  engine 
room  during  the  turn,  or  by  a  rudder  indicator  in  the  engine  room. 

(2)  There  is  nothing  in  this  or  any  order  which  precludes  the  officer 
of  the  deck  from  ordering  a  change  of  speed  during  a  turn  if  he  con- 
siders it  necessary.    It  is  better  not  to  do  so  if  it  can  be  avoided.    He 
should  remember  that  easing  the  rudder  during  a  turn  increases  the 
speed,  and  that  increasing  the  rudder  angle  decreases  the  speed. 

(3)  When  the  ship  ahead  turns  outside  of  the  wake  of  the  leader, 
attention  and  experience  are  necessary  to  avoid  duplicating  her  mistake. 
In  this  case  the  officer  of  the  deck  cannot  go  by  her  "  kick  "  and  wake 
and  has  to  take  his  direction  from  the  second  ship  ahead  or  from  the  line 
of  ships  that  have  turned.    In  turns  up  to  8  points  a  ship  may  be  headed 
at  first  for  the  middle  or  even  the  bow  of  the  ship  ahead.    If  need  be  the 
inboard  engine  can  be  stopped  and  the  speed  reduced.    When  the  fault 
of  the  ship  ahead  is  great,  a  ship  turning  properly  will  range  close 
alongside  of  her.    It  is  better  in  such  cases  to  start  the  turn  a  little 
early  and  get  it  well  in  hand. 


WATCH  OFFICER;  UNDERWAY  41 

(4)  The  turn  in  day  time  may  be  made  on  "  time  "  and  the  turn  at 
night  and  in  a  fog  should  be  always  so  made,  if  practicable.    Suppose 
standard  speed  is  12  knots,  ships  are  at  500  yards  distance,  and  that  the 
ship  is  steadied  in  position.    It  is  desired  to  start  the  turn  at  the  point 
where  the  ship  ahead  started  to  turn.    The  time  should  be  marked  when 
in  day  time  it  was  noted  that  the  ship  ahead  put  her  rudder  over,  or  at 
night  when  she  sounded  one  or  two  short  blasts  on  the  whistle  indicating 
this  fact.    At  12  knots  it  will  take  1£  minutes  to  cover  500  yards.    The 
order  to  the  steersman  should  be  given  about  10  seconds  less  than  1J 
minutes  from  the  time  marked  to  allow  for  time  to  put  the  rudder  over 
and  the  delay  in  executing  the  order.    If  the  ship  is  ahead  or  behind 
distance,  a  rough  allo.wance  should  be  made  for  this  fact. 

(5)  Standard  half  rudder  has  been  prescribed  for  all  turning  move- 
ments in  formation  when  making  turns  of  more  than  20  degrees,  and  it 
is  required  that  the  rudder  shall  be  put  over  in  as  near  6  seconds  as 
practicable. 

(6)  The  officer  of  the  deck  must  realize  that  the  same  amount  of 
rudder  does  not  always  produce  the  same  effect  in  the  same  time.    It  is 
necessary  therefore  that  he  should  be  alive  to  the  actual  conditions  when 
executing  an  order  to  turn.    If  the  ship  is  not  steadied  but  is  swinging 
at  the  time  the  order  is  given,  and  standard  half  rudder  is  maintained, 
the  turn  will  be  inside  if  the  ship's  head  was  swinging  in  that  direction 
at  the  time  the  rudder  was  put  over  and  will  be  outside  if  swinging  the 
other  way.    In  the  first  case  the  rudder  will  have  to  be  eased  a  little 
immediately.    In  the  latter  case  it  will  be  necessary  to  give  considerable 
additional  rudder  at  first  in  order  to  overcome  the  inertia  of  the  swing 
and  to  start  her  swinging  the  other  way  promptly. 

(7)  Under  certain  conditions  the  wind  exercises  a  considerable  influ- 
ence on  the  size  of  the  turning  circle  and  on  the  time  of  turning.    Ships 
in  turning  usually  pivot  at  a  point  about  one-quarter  of  their  length 
from  the  stem.    In  turning  into  the  wind  therefore,  a  force  caused  by 
the  pressure  of  the  wind  on  the  three-fourths  of  the  wind  area  of  the  ship 
is  acting  with  greater  leverage  to  assist  the  turn,  and  is  opposed  by  the 
wind  pressure  on  one-quarter  of  the  area,  acting  at  a  much  smaller 
leverage.    In  making  turns  away  from  the  wind  the  large  force  opposes 
the  turn  and  the  small  one  assists.    Therefore  a  ship  in  turning  with 
way  on  will  fly  up  into  the  wind  quickly,  but  will  turn  very  slowly  away 
from  the  wind.    A  ship  going  astern  pivots  very  close  to  the  stern  due 
to  the  hold  of  the  propellers  on  the  water,  and  practically  the  whole 
surface  of  the  ship  in  this  case  acts  as  a  wind  area  to  force  the  stern  up 
into  the  wind. 


42  WA!TCH  OFFICER'S  MANUAL 

In  Line. 

In  line,  the  bearing  is  taken  from  the  foremast  of  the  guide,  and  the 
distance  from  the  next  vessel  towards  the  guide.  If  this  latter  ship  is 
manifestly  out  of  position,  the  distance  may  be  taken  temporarily  from 
the  second  ship  towards  the  guide  until  she  regains  position. 

Although  changes  of  speed  do  not  affect  other  ships  as  in  column,  still 
it  is  important  to  steam  as  quietly  and  steadily  as  possible.  The  bear- 
ing of  the  foremast  of  the  guide  should  be  constantly  observed.  Imme- 
diate action  must  be  taken  as  soon  as  any  change  in  the  bearing  has  been 
noticed. 

If  the  distance  is  correct  "and  the  bearing  is  out  a  little,  it  is  only 
necessary  to  increase  speed  if  behind  or  decrease  if  ahead,  but  if  out 
considerably  it  will  be  necessary  to  alter  the  course  so  that  distance  will 
be  correct  when  on  the  bearing. 

If  the  bearing  is  correct,  in  order  to  rectify  distance  a  change  of  both 
course  and  speed  are  necessary.  Only  small  changes  of  course  should 
be  made,  not  over  5  degrees  as  a  rule.  In  this  case,  it  must  be  remem- 
bered that  a  change  of  course  in  either  direction  necessitates  an  increase 
in  the  speed  in  order  to  maintain  the  bearing. 

If  ahead  of  bearing  and  inside  or  outside  distance,  by  keeping 
standard  speed  and  changing  course  either  way  from  or  toward  the  guide, 
the  ship  will  drop  back  on  the  bearing  at  the  same  time  gaining  or  losing 
distance. 

If  behind  bearing  and  distance  is  out  also,  it  will  be  necessary  to  speed 
up  considerably  in  order  to  gain  on  the  bearing  and  at  the  same  time 
change  course  to  gain  or  lose  distance.  In  general,  stick  to  the  rule 
"  that  keeping  correct  bearing  must  be  rated  higher  than  keeping  cor- 
rect distance,  and  that  above  all  never  forge  ahead  of  the  line." 

Gaining  Ground  to  Right  or  Left. — All  watch  officers  should  know 
how  many  yards  are  gained  per  minute  to  starboard  or  port  when  chang- 
ing course,  5,  10  and  15  degrees,  etc.,  for  the  usual  steaming  and 
maneuvering  speeds.  By  having  such  information  a  certain  distance 
can  be  gained  "  working  on  time."  Suppose  the  speed  is  12  knots,  then 
the  distance  steamed  in  one  minute  is  400  yards  and  the  amount  gained 
to  the  side  for  changes  of  course  of  5,  10  and  15  degrees  is  34.9,  69.5, 
and  103.5  yards.  It  is  only  necessary  to  remember  that  about  35  yards 
per  minute  are  gained  to  the  side  for  a  5-degree  change  of  course  at  this 
speed,  twice  this  for  10  degrees,  and  about  three  times  for  15  degrees. 
The  increase  of  speed  necessary  in  maintaining  bearing  while  closing 
and  opening  distance  is  small,  as  can  be  readily  seen  from  Table  2, 
Bowditch  (American  Practical  Navigator,  1916). 


WATCH  OFFICER;  UNDERWAY 


43 


N 


i 


In  steaming  in  line  and  line  of  bearing  it  usually  requires  a  slightly 
fewer  number  of  revolutions  of  the  engines  in  order  to  hold  position  than 
when  steaming  in  column.  This  is  due  to  the  fact  that  there  are  no 
ships  immediately  ahead  to  disturb  the  water  and  set  it  in  motion. 

Line  of  Bearing. 

Steaming  in  line  of  bearing  is  generally  found  difficult  by  the  be- 
ginner, but  with  a  little  practice  and  a  knowledge  of  a  few  fundamental 
rules  it  becomes  much  easier.  The  guide  is  always  on  the  side  towards 
the  advanced  flank.  The  bearing  of  the  foremast  of  the  guide  should  be 
constantly  observed  either  by  the  pelorus  or  by  marks  on  the  bridge. 

(1)  To  correct  distance  and  maintain  the  bearing,  increase  speed  if 
heading  towards  the  guide  and  decrease  if 

heading  away  from  the  guide.  This  may 
be  better  understood  by  reference  to  Fig.  3. 
A  ship  B  is  on  a  line  of  bearing  AB  from 
ship  A,  course  north.  If  B  is  outside  dis- 
tance but  on  correct  bearing,  she  must 
change  course  towards  the  guide  A  and 
instead  of  steaming  along  the  line  Bb  she 
must  steam  along  BB'  which  is  longer  than 
Bb,  speed  must  therefore  be  increased  to 
keep  on  the  bearing. 

If  she  had  been  on  the  bearing  but  inside 
distance  she  would  have  had  to  steam  away  from  the  guide  as  along  BB" 
which  is  shorter  than  Bb,  and  therefore  speed  would  have  had  to  be 
reduced. 

(2)  If  distance  is  correct  but  ship  is  ahead  of  bearing,  it  will  be 
necessary  to  head  in  towards  the  guide,  at  the  same  time  reducing  the 
speed  a  little  in  order  to  be  at  the  proper  distance  when  on  the  bearing. 
The  bearing  will  have  to  be  carefully  watched  in  order  to  resume  stand- 
ard speed  in  time,  as  the  ship  will  drop  back  quickly  due  to  a  reduced 
number  of  revolutions  and  a  change  of  course  towards  the  guide. 

If  when  ahead  of  bearing  the  distance  is  much  too  small,  it  will  be 
necessary  to  head  away  from  the  guide  and  considerably  reduce  the 
revolutions  in  order  to  get  in  position  quickly. 

(3)  If  astern  of  bearing  and  with  correct  or  too  little  distance,  it 
will  be  necessary  to  head  away  from  the  guide  to  be  at  proper  distance 
on  the  bearing.    Only  a  small  increase  in  the  revolutions,  if  any,  will  be 
necessary,  as  heading  away  from  the  guide  causes  a  gain  on  the  bearing. 
If,  however,  you  are  astern  of  bearing  and  your  distance  is  too  great, 
you  must  change  course  towards  the  guide  and  at  the  same  time  con- 
siderably increase  the  revolutions. 


44  WATCH  OFFICER'S  MANUAL 

(4)  As  in  line,  keeping  correct  bearing  is  more  important  than  keep- 
ing correct  distance.  If  off  the  bearing  and  it  is  desired  to  get  back 
quickly,  change  course  towards  the  guide  if  ahead  and  away  from  the 
guide  if  behind  the  bearing. 

After  a  little  experience  it  will  be  found  that  changes  of  course  and 
speed  necessary  to  keep  position  are  usually  small,  and  due  to  absence  of 
screw  currents  from  ships  ahead,  courses  are  more  easily  steered  and 
ships  are  more  readily  kept  in  station. 

General  Instructions. 

To  hold  position  correctly  in  any  formation  requires  constant  atten- 
tion and  alertness  on  the  part  of  the  officer  of  the  deck.  He  should 
accustom  himself  not  to  rely  too  much  on  instruments,  but  educate  his 
eye  to  judge  distances  so  that  he  will  be  independent  of  them  to  some 
extent. 

In  maneuvering,  when  one  movement  is  closely  followed  by  the  signal 
for  the  next,  a  ship  out  of  position  must  regain  it  as  quickly  as  possible 
by  radical  changes  of  course  and  speed.  Until  all  ships  are  approxi- 
mately in  position,  the  signal  for  the  next  maneuver  cannot  be  made. 
The  importance  of  regaining  position  quickly  is  therefore  obvious.  It 
is  quite  as  important  to  maneuver  rapidly  as  to  fire  the  battery  rapidly. 

A  simultaneous  movement  is  considered  "  well  done  "  when  all  ships 
are  in  position  when  the  movement  is  completed.  To  accomplish  this 
rudder  angles  must  be  carefully  standardized  and  turns  must  be  started 
the  instant  the  signal  is  hauled  down.  In  case  a  ship  is  a  little  out  of 
position  when  starting  the  turn,  or  gets  out  of  station  during  the  turn, 
the  rudder  angle  and  speed  must  be  changed  to  bring  her  into  position. 
All  ships  must  put  their  rudders  amidships  when  20  degrees  from  the 
.  new  course  and  must  meet  the  swing  so  as  to  steady  at  once  on  the  new 
course. 

When  a  signal  calling  for  a  change  of  speed  is  executed,  all  ships 
should  change  promptly  to  the  new  speed  and  not  wait  for  indications  of 
a  change  from  their  next  ahead. 

When  taking  station  in  a  moving  column  or  a  station  relative  to 
some  other  ship,  it  is  the  best  and  safest  plan  to  use  the  mooring  board 
in  order  to  get  the  time  to  put  over  the  rudder,  or  the  shortest  course  to 
the  assigned  position.  If  done  by  judgment  the  rudder  is  usually  put 
over  too  late  in  the  first  instance  and  a  greater  initial  change  of  course 
than  necessary  made  in  the  second. 

When  the  ships  of  the  fleet  are  scattered  and  a  signal  to  form  is  made, 
movements  are  governed  by  Rules  of  the  Road.  This  applies  also  to 
ships  changing  position  independently  at  any  time.  Nothing  justifies 


WATCH  OFFICER;  UNDERWAY  45 

getting  a  ship  to  position  smartly  at  the  risk  of  her  safety  or  that  of 
another  ship. 

When  standing  up  to  communicate  either  verbally  or  by  boat  with  a 
ship  that  is  stopped  reduce  speed  in  plenty  of  time,  and  keep  the  stem 
of  your  ship  pointed  away  from  the  other  ship.  When  time  to  back,  be 
sure  your  ship  is  steadied  or  that  the  bow  is  swinging  away  from  the 
other  ship. 

Coining  to  Anchor  in  Formation. 

It  is  important  that  two-thirds  and  one-third  speed  should  be  stand- 
ardized as  carefully  as  "  Standard  speed,"  and  that  the  leader  of  the 
column,  when  indicating  either  of  these  speeds,  should  maintain  the 
proper  number  of  revolutions  as  carefully  as  at  other  times.  A  little 
carelessness  on  the  part  of  the  leader  when  approaching  an  anchorage 
can  make  serious  trouble  for  the  ships  astern. 

When  approaching  an  anchorage  or  at  any  time  in  formation  when 
the  speed  is  much  reduced  and  the  ship  is  out  of  position,  a  radical 
change  should  be  made  in  the  revolutions  for  a  short  period  of  time. 
This  is  necessary  in  order  to  regain  position  quickly.  When  a  ship  has 
little  way  it  requires  a  considerable  change  in  the  speed  of  the  engines 
to  overcome  her  inertia  and  get  her  back  in  position  within  a  reasonable 
time.  Turning  the  engines  at  low  speeds  when  the  ship  is  at  rest  or 
nearly  so,  is  ineffective. 

An  anchorage  is  usually  approached  in  column  and  the  ships  anchor 
simultaneously  when  the  signal  is  executed  by  the  flagship.  Any  ship 
not  in  position  when  the  anchor  is  let  go  will  have  to  get  up  anchor  and 
shift  her  berth.  It  is  very  important  then  that  ships  should  keep  position 
carefully  and  that  any  ship  out  of  position  should  get  back  as  quickly  as 
possible. 

Sometimes  a  flagship  slows  to  two-thirds  speed,  then  later  to  one-third 
and  stops  the  engines  when  at  a  distance  from  the  anchorage  such  that 
the  speed  will  be  reduced  to  about  three  or  four  knots  when  arriving  at 
the  designated  place.  Another  method  is  to  hold  on  at  full  speed  until 
such  a  point  is  reached  that  when  the  engines  are  stopped  the  way  will 
be  sufficient  to  carry  the  ships  to  the  anchorage.  In  this  case  it  is  neces- 
sary to  know  what  distance  is  required  for  the  ship  to  lose  the  way  from 
standard  speed  to  that  for  anchoring  and  allowance  made  for  wind  and 
tide.  This  method  gets  the  ships  to  the  anchorage  in  the  quickest  time, 
but  unless  ships  are  all  about  the  same  displacement  it  is  impossible  for 
them  to  retain  position  without  using  their  engines. 

When  anchoring  in  formation,  as  well  as  when  approaching  an  anchor- 
age in  a  crowded  harbor,  or  in  the  vicinity  of  other  ships,  ample  steam 


46  WATCH  OFFICER'S  MANUAL 

pressure  should  be  maintained  so  that  the  ship  may  be  controlled  in  case 
of  emergency. 

If  during  the  approach  it  becomes  necessary  to  back  the  engines  for 
any  cause,  the  speed  cones  or  light  should  if  possible  indicate  this  fact 
before  the  engines  are  backed.  This  applies  at  all  times  to  ships  in 
column  formation. 

If  in  backing  it  is  desired  to  retain  the  same  heading,  care  will  have 
to  be  used  to  see  that  the  ship  is  steadied  with  rudder  amidships  before 
the  engines  are  moved.  If  a  ship  starts  to  swing,  the  only  way  to  check 
her  is  to  go  ahead  full  speed  all  engines  with  rudder  hard  over  and  start 
her  to  swinging  in  the  other  direction  and  then  reverse  again.  When 
anchoring  in  succession  or  approaching  another  ship,  and  it  is  desired 
that  the  ship's  stern  shall  swing  in  a  certain  direction,  the  swing  must 
be  started  before  the  engines  are  backed.  The  ship  may  be  relied  upon 
to  continue  the  swing  after  the  engines  start  backing. 

In  anchoring,  a  ship  should  never  be  snubbed  by  the  chain,  but  should 
be  brought  up  by  the  engines,  veering  chain  as  necessary,  and  later  heav- 
ing in  if  beyond  the  required  scope.  Battleships  are  very  heavy  and 
their  momentum  is  very  great ;  the  chain,  if  used  to  bring  them  up,  may 
not  part  at  the  time,  but  it  will  suffer  a  severe  strain  and  may  part  later 
when  subjected  to  a  sudden  stress  as  produced  by  a  heavy  squall.  It 
should  be  remembered  that  bower  chains  when  stretched  out  taut  will 
stand  a  tremendous  strain,  but  when  they  are  nipped  in  the  bend  of  a 
hawse  pipe  will  snap  very  freely. 

If  the  engines  are  used  for  any  purpose  when  the  anchor  is  down, 
speed  cones  or  lights  should  not  be  used  to  indicate  this  fact. 
Backing  in  Column. 

Never  back  in  column  except  in  emergencies  or  as  provided  for  in  the 
battle  signal  book. 
Ship  Ahead  Turns  Outside. 

If  the  ship  ahead  turns  outside  and  tries  to  regain  position  too  quickly, 
it  is  better  to  reduce  speed  than  to  change  course. 

Hitting  Ship  Ahead. 

It  is  almost  impossible  to  hit  the  ship  ahead  as  long  as  she  has  way  on, 
as  the  least  change  of  rudder  will  clear. 

In  Line. 

Never  get  ahead  of  position  when  in  line. 

Foggy  or  Misty  Weather. 

In  addition  to  action  taken  for  fog  or  misty  weather  when  acting 
singly,  the  following  duties  must  be  performed :  The  signal  gun  should 
be  manned  and  ready  for  use ;  on  the  settling  of  a  fog  the  motions  of 


WATCH  OFFICER;  UNDERWAY  47 

senior  ship  should  be  followed  in  putting  over  the  position  buoy  and 
training  search-light  on  it.  If  ship  astern  cannot  be  seen,  put  it  over 
anyway.  In  compound  formations,  train  search-lights  towards  bridges 
of  the  ships  on  the  beams  or  lines  of  bearing.  When  on  soundings  or 
approaching  narrow  waters,  be  ready  to  anchor  on  radio  or  gun  signal 
by  flagship  as  prescribed  by  the  signal  book.  The  motions  of  the  senior 
ship  should  be  followed  in  sounding  the  steam  whistle  and  this,  shall  be 
done  in  accordance  with  the  Eules  of  the  Road. 

Keeping  Position  in  Fog. 

In  keeping  position  in  a  fog,  follow  the  position  buoy  of  the  next 
ahead  closely,  keep  it  just  under  the  chains,  and  do  not  lose  distance,  as 
it  will  be  found  almost  impossible  to  regain  position  when  once  lost. 
If  the  buoy  of  the  ship  ahead  is  not  watching,  keep  as  close  to  her  as 
is  consistent  with  safety,  judging  your  distance  by  her  search-light. 

Commanding  Officer  Informed  of  Fog. 

Make  sure  that  the  commanding  officer  is  always  promptly  informed 
when  a  fog  is  apparent  or  when  a  fog  settles  down. 

Water-Tight  Doors  in  Fog. 

During  foggy,  misty  or  thick  weather  close  all  water-tight  doors  not 
absolutely  necessary  for  use. 
Formation  for  Fog. 

The  formation  to  be  taken  for  fog  is  designated  by  the  commander- 
in-chief,  and  a  signal  is  assigned  for  that  formation. 
When  to  Use  Passing  or  Fog  Signals. 

Remember  that  "  passing  signals  "  are  never  used  unless  vessels  are 
actually  in  sight  of  each  other.  And,  above  all,  in  a  fog  in  formation 
pray  for  the  best,  but  be  prepared  for  the  worst. 

Keeping  Station. 
Revolutions,  Knowledge  of. 

The  officer  of  the  deck  should  always  know  the  exact  number  of  revo- 
lutions the  engines  are  making. 

Varying  of  Revolutions. 

It  will  be  found  in  cruising  that  the  revolutions  toward  the  end  of  the 
hour  may  vary,  as  some  machinists  have  a  bad  habit  of  varying  the  num- 
ber of  revolutions  to  make  the  required  average. 

Stadimeter  Terms. 

To  avoid  ambiguity,  always  make  the  stadimeter  observer  report 
"  opening  "  or  "  closing."    When  stadimeter  reading  is  taken  from  the 
mainmast,  be  sure  to.  add  the  distance  to  the  foremast  to  get  the  correct 
distance. 
4 


48  WATCH  OFFICER'S  MANUAL 

Keeping  Average  Revolutions. 

The  officer  of  the  deck  should  learn  the  average  revolutions  per 
minute  for  the  preceding  watch;  the  whole  number  nearest  to  it  will 
probably  give  the  best  results  when  the  ship  is  steady  in  station ;  after 
this,  if  reasonable  care  is  taken,  it  should  never  be  necessary  to  make  a 
change  of  more  than  one  revolution  at  a  time  to  keep  in  station,  except 
in  a  seaway,  when  it  takes  larger  changes  in  revolutions  to  affect  the 
speed. 

Station  at  Night. 

Ships  usually  keep  in  station  better  at  night  when  fewer  changes  in 
speed  are  made,  as  the  column  or  formation  has  an  opportunity  to 
settle  down.  It  is  much  better  practice  to -gain  position  slowly  by  the 
use  of  small  changes  of  revolutions  than  to  gain  it  rapidly  by  larger 
changes.  One  revolution  only  makes  a  small  change — five  or  six  yards 
a  minute — and  its  effect  will  not  be  immediately  noticeable,  so  give  it 
time  to  act  before  making  another  change. 

Effect  of  Bad  Steering. 

*T      A  ship  will  lose  distance,  if  steering  is  bad. 

PREPARATIONS  FOR  COMING  INTO  PORT  AND  ANCHORING. 

Patent  Log. 

On  entering  narrow  waters  take  in  the  patent  log. 

Inform  Engine  Room. 

Give  the  engine  room  as  much  advance  information  as  possible  regard- 
ing time  of  anchoring.  Also  warn  the  engine  room  to  eject  ashes  before 
entering  ports  having  no  tideway  or  where  harbor  regulations  forbid 
dumping  ashes. 

Garbage. 

See  that  garbage  is  disposed  of  before  entering  port;  to  be  disposed  of 
according  to  Fleet  Eegulations  or  special  orders. 

Whom  to  Notify. 

Notify  the  executive,  first  lieutenant,  gunnery  and  engineer  officers 
as  to  time  of  anchoring  and  also  see  that  the  chief  boatswain,  chief 
carpenter  and  chief  gunner  are  informed  of  time  and  that  they  make 
the  necessary  preparations. 

Getting  Boats  Ready. 

Find  out  from  the  executive  officer  which  boats  are  to  be  hoisted  out ; 
call  the  coxswains  of  the  boats  to  be  hoisted  out  and  have  them  get  their 
boats  ready.  See  that  boats  are  supplied  with  fuel  and  water.  Test 
out  motor  boats  in  the  skids.  It  is  well  to  see  that  fires  in  steamers  are 
started  in  due  time,  that  the  boats  are  hooked  on  and  that  power  is  up 


WATCH  OFFICER;  UNDERWAY  49 

to  the  crane  motor.  See  that  the  captain's  boat  has  boat  cloth,  colors 
and  pennant  ready  for  use.  If  coming  into  port  near  sunset  or  at  night, 
see  that  boats  going  out  have  running  lights  ready  for  use.  If  boats  are 
to  be  used  to  transport  supplies,  see  that  all  the  proper  gear  is  in  the 
boats. 

Prepare  for  Guard  Trip. 

A  boat  is  usually  needed  and  should  be  prepared  to  make  a  guard  trip. 
Working  Parties. 

If  working  parties  are  to  leave  the  ship  on  anchoring,  have  the  petty 

officer  in  charge  muster  them  near  port  gangway  and  hold  them  there 

ready  to  embark. 

Ground  Tackle. 

Prepare  necessary  ground  tackle  for  anchoring  and  have  steam  turned 
on  anchor  engine. 

Tidiness  of  Ship. 

Down  clothes-lines  and  tidy  up  ship  generally. 
Booms. 

Eig  booms  and  have  them  ready  to  go  out  as  soon  as  anchor  is  dropped. 

Honors. 

Be  prepared  to  render  honors  as  may  be  necessary.    Have  saluting 
guns'  crews,  band  and  guard  at  their  stations.    The  junior  officer  or  a 
chief  petty  officer  should  inspect  the  side  boys  (see  Table,  page  100). 
Stewards  and  Mail  Orderly. 

Have  stewards  and  mail  orderly  ready  to  go  ashore  as  ordered. 

Color  Details,  etc. 

Station  details  at  the  colors  for  returning  salutes,  for  shifting  colors, 
and  hoisting  the  jack  on  anchoring.    If  at  night  have  detail  ready  to 
turn  on  anchor  lights  and  also  have  a  forward  search-light  manned  for 
use  in  piloting. 
Simnltaneous  Action  with  Booms,  etc. 

On  anchoring,  booms, 'gangways  and  boats  should  go  out  together. 

RTJLES  OF  THE  ROAD. 
Several  Comments. 

The  following  observation  is  obviously  true :  "  The  greater  your 
speed  the  easier  is  the  Rule  of  the  Road,  for  if  your  speed  is  double 
that  of  a  crossing  steamer  you  cannot  foul  her  unless  she  bears  within 
2£  points  (30  degrees  approx.)  of  right  ahead;  while  if  your  speed  is 
only  half  that  of  passing  vessels  you  may  have  to  alter  course  to  clear  a 


50 


WATCH  OFFICER'S  MANUAL 


ship  bearing  2^  points  forward  of  your  beam;  which  is  very  incon- 
venient." 

"  Always  take  a  bearing  of  crossing  vessels ;  if  the  bearing  draws 
forward  or  aft  she  will  pass  ahead  or  astern  of  you  as  the  case  may  be,  if 
it  remains  the  same  you  will  collide.  The  only  difficulty  you  will  find 
will  be  with  the  bearing  of  a  steamer  on  your  starboard  bow  drawing 
very  slowly  aft,  when  you  cannot  be  sure  whether  or  not  you  can  pass 
clear  ahead  of  her.  There  is  no  rule  as  to  how  fast  the  bearing  should 
alter,  nor  is  it  possible  to  formulate  one ;  so  wait  until  she  is  fairly  close 
and  the  bearing  has  commenced  to  alter  rapidly,  when  it  is  much  easier 
to  judge;  if  you  still  have  any  doubt  swing  sharp  around  and  bring  her 
on  your  port  bow." 

It  is  well  to  remember  the  fact  that  "  the  privileged  vessel  is  re- 
quired to  keep  her  course  and  speed  until  danger  of  collision  becomes 
imminent." 

The  officers  of  tramp  steamers  are  not  as  likely  to  be  familiar  with 
Rules  of  the  Koad  as  officers  of  regular  liners  and  it  is  a  good  policy  to 
give  them  as  much  room  as  possible  and  be  prepared  to  make  any 
maneuver  to  keep  out  of  their  way. 

When  so  close  that  collision  is  probable,  any  maneuver  that  will  most 
likely  avoid  it  is  legitimate. 

Some  captains  of  ships  have  a  practice  of  always  maneuvering  to  keep 
ships  on  their  port  bows  in  all  circumstances.  Such  captains  as  these 
are  dangerous  in  crowded  waters  and  must  be  carefully  avoided. 

SPEED  AND  DISTANCE  TABLE. 


Speed  in  knots. 

400 

800 

1200 

1600 

2000 

2400 

50  yards  distance, 
diff.  col. 

•S     <» 

e- 

•S        « 

u 

!S        05 

isi     &s 

!S      oe 

is     05 

!S          05 

5       % 

03 

5 

2     22 

4     44 

7     06 

9    28 

11     51 

14     13 

18 

6 

1     58 

3     57 

5     55 

7     54 

9     52 

11     50 

15 

7* 

1     35 

3     09 

4     44 

6     19 

7     54 

9     28 

12 

8 

1     29 

2     58 

4    26 

5     55 

7     24 

8     52 

11 

9 

1     19 

2     38 

3     57 

5     11 

6     35 

7     53 

10 

10 

1     11 

2     22 

3     33 

4     44 

5     55 

7     06 

9 

11 

1     04 

2     09 

3     13 

4     18 

5     22 

6    26 

8 

12 

0     59 

1     58 

2     58 

3     57 

4     55 

5     55 

7 

13 

0     55 

1     49 

2     44 

3     38 

4     33 

5     28 

7 

14 

0     51 

1     42 

2     32 

3    23 

4     14 

5     04 

6 

15 

0    48 

1     35 

2     22 

3     09 

3     57 

4     45 

6 

18 

0     40 

1     19 

1     58 

2     38 

3     17 

3     57 

5 

20 

0     36 

1     11 

1     47 

2     22 

2     58 

3     34 

5 

21 

0    34 

1     08 

1     42 

2     15 

2     49 

3    23 

4 

22 

0     32 

1     05 

1     37 

2     09 

2     41 

3     03 

4 

30 

0    24 

0     47 

1     11 

1     35 

1     58 

2     22 

3 

WATCH  OFFICER;  UNDERWAY  51 

MASTHEAD  HEIGHTS. 
(Paste  data  for  the  above  here.) 


52  WATCH  OFITICEB'S  MANUAL 


WATCH  OFFICES;  UNDERWAY  53 


54  WATCH  OFFICER'S  MANUAL 


EMERGENCIES. 

CONTENTS.  PAGE 

I.  Man  Overboard  55 

II.  Fire    56 

III.  Breakdown   56 

IV.  Collision  and  Abandon  Ship 56,  57 

MAN  OVERBOARD. 

Single  Ship. 

Stop  engines ;  rudder  hard  over ;  back  engines ;  away  lifeboats ;  throw 
over  lifebuoys.  Send  lookouts  aloft;  maneuver  to  pick  up  man.  At 
night  train  search-light  to  locate  man. 

In  Formation. 

Column  or  Minor  Columns  Well  Separated. 
Stop ;  hold  course ;  toot  whistle ;  break  and  half-mast  breakdown  flag. 

Ships  Astern  of  Ship  Losing  Man. 

Stop;  toot  whistle;  break  and  half-mast  breakdown  flag;  sheer  out 
of  column — odd  ships  10  degrees  right  and  even  ships  10  degrees  left. 
The  three  ships  next  astern  of  the  one  losing  man  shall  back,  lower 
boats  and  pick  up  man.  In  case  the  ship  losing  man  is  next  to  rear  or 
is  the  rear  ship  of  a  column,  the  rear  ship,  in  addition  to  making  the 
signals  prescribed  above,  will  put  the  rudder  hard  over,  back  full  speed 
and  maneuver  to  pick  up  man. 

In  Line  or  Intermediate  Line  of  Bearing. 
Single  Formation. 

Ship  losing  man.  Stops;  toots  whistle;  breaks  and  half-masts 
breakdown  flag,  and  as  soon  as  she  can  safely  clear  the  ship  next  toward 
the  guide,  backs  full  speed,  turns  towards  guide  with  hard  over  rudder 
and  maneuvers  to  pick  up  man. 

In  Column  of  Divisions  or  Squadrons. 

Ship  losing  man.  Stops ;  toots  whistle ;  backs  full  speed ;  breaks 
and  half-masts  breakdown  flag ;  lowers  boats,  if  practicable,  when  head- 
way is  sufficiently  reduced. 

*  During  hostilities  procedure  for  action  with  man  overboard  in  formation  is 
governed  by  special  fleet  doctrine. 


56  WATCH  OFFICEK'S  MANUAL 

All  Ships  of  All  Divisions  or  Squadrons  in  Rear  of  the  Division 

Losing  Man. 

Stop ;  and  the  ships  immediately  following  the  ship  losing  man  back 
when  necessary  and  be  prepared  to  lower  boats  and  pick  up  man. 

At  Night.    All  Cases.    In  Formation. 
And  Always  in  Fog  or  Thick  Weather. 

Ship  having  man  overboard  makes  man  overboard  signal ;  fires 

signal  gun;  trains  search-lights  on  man. 

General. 

When  the  man  has  been  picked  up  or  search  abandoned,  "Affirma- 
tive "  shall  be  made  by  each  ship,  except  flagship  of  senior  officer 
present,  to  indicate  when  she  is  ready  to  go  ahead. 

FIRE. 
Calls. 

General  alarm. 

Ship's  bell  rung  rapidly,  followed  by  designated  strokes  to  indicate 
location. 

Fire  quarters  on  bugle,  followed  by  blasts  to  indicate  location. 
Word  passed  by  boatswain's  mate  as  to  location  of  the  fire. 
See  that  men  go  to  their  stations  on  double. 
Report  to  commanding  officer. 
Navigator  relieves  the  deck. 

BREAKDOWN. 

Break  breakdown  flag  at  1jhe  fore. 
Even  ships  sheer  out  to  port. 
Odd  ships  sheer  out  to  starboard. 
Maneuver  to  avoid  collision. 

COLLISION. 
At  Anchor. 

The  officer  of  the  deck  shall  be  prepared :  to  veer  if  necessary;  to  clear 
the  sides ;  to  rig  in  booms  and  put  over  collision  mat. 

The  Calls. 

General  alarm. 

One  long  blast  on  siren. 


EMERGENCIES  57 

The  warning  howlers. 

Word  passed  by  boatswain's  mate  as  to  location  of  the  injury. 
Assembly  on  bugle. 

Close  water-tight  doors.    Crew  assembles  at  quarters.    See  that  all 
hands  go  to  their  stations  quietly  on  the  double. 
Report  to  commanding  officer. 
Navigator  relieves  the  deck. 

ABANDON  SHIP. 

Sound  "  Provision  Call "  and  "  Away  all  boats." 
Navigator  relieves  the  deck. 


WATCH  OFFICER;  IN  PORT. 

CONTENTS.  PAGE 

I.  Information  Obtained  on  Relieving  the  Deck 58 

II.  General  Comments  on  Watch  in  Port 59 

III.  Routine  in  Port 65 

Weekly  Routine,  U.  S.  Atlantic  Fleet. 

IV.  Survey  of  the  Watches 69 

V.  Boats    73 

VI.  Getting  Underway    78 

VII.  Coaling  Ship  80 

INFORMATION  ON  RELIEVING  IN  PORT. 

On  relieving  the  deck  in  port  all  information  relative  to  the  following 
subjects  should  be  obtained : 

Position  of  ships;  bearings  of  anchorage. 

Status  of  ground  tackle ;  anchor  in  use,  depth  of  water,  and  amount 
of  chain  out. 

Shipping :  public  vessels  at  anchor  and  underway,  merchant  vessels 
near  anchorage. 

Boats:  running  boats,  trips  in  progress;  fuel  necessary  for  power 
boats ;  boats  ready  for  use ;  boats  to  be  prepared  for  duty ;  those 
out  of  commission ;  boat  schedule ;  orders  for  special  trips. 

Liberty :  watch  entitled  to ;  time  for  going ;  time  for  return ;  loca- 
tion and  status  of  liberty  book ;  special  lists. 

Officers :  location  of  captain  and  executive  officer ;  officers  ashore. 

Orders :  those  to  be  carried  out  in  watch,  those  to  pass  on ;  morning 
orders;  officer  of  the  deck's  order  book;  navy  yard  regulations 
and  fire  bill ;  harbor  regulations. 

Guard  ship :  location ;  the  relief. 

Work :  in  progress ;  in  abeyance. 

Visitors :  time  allowed  on  board ;  privileges ;  those  on  board ;  trans- 
portation provided  for. 

Guests :  official  and  social. 

Visiting  parties :  lists  of  same ;  those  on  board ;  those  to  go ;  time  of 
going  and  returning ;  those  away  with  time  of  return. 

Athletic  teams :  place  of  exercise  and  time  of  going  and  returning. 

Bumboats :  privileges  granted. 


WATCH  OFFICER;  IN  PORT  59 

Routine  matters:  such  as  bedding,  scrubbed  canvas,  scrubbed  and 
washed  clothes ;  the  jack,  colors  and  lights  ;  search-light  ready  for 
use ;  lifeboat  ready  for  use ;  watch  on  duty ;  drills  in  progress ; 
awnings  spread ;  flags  hoisted ;  lighters  or  barges  alongside ;  boats 
waiting;   duty   electrician;   boatswain's   mate;   quartermaster; 
gangways  rigged  ;  magazines  open,  if  any ;  uniform  of  the  day. 
Tide :  state  of,  force  and  direction. 
Weather:  barometer,  thermometer;  direction  and  force  of  wind, 

recent  shifts  or  sudden  changes. 
Engineering  department :  status  of  engine,  boilers  and  dynamos  in 

use. 

Binnacle  list. 

Prisoners :  confined  and  at  large. 

Miscellaneous :  any  other  information  that  may  be  of  interest. 
The  above  information  should  be  "  turned  over  "  in  detail  and  the 
officer  taking  the  deck  should  verify  the  important  details  at  once. 

A  point  should  be  made  by  the  officer  going  off  watch  to  have  all  work 
completed  as  far  as  possible  during  his  watch  so  as  not  to  have  to  turn 
over  unfinished  work.  The  officer  going  off  watch  should  anticipate  the 
work- of  the  next  watch  and  have  same  well  in  hand  when  his  relief  takes 
the  deck.  This  will  save  the  latter  much  embarrassment  in  carrying  on 
his  work. 

GENERAL  COMMENTS. 
Safety  of  the  Ship. 

The  officer  of  the  deck  is  responsible  for  the  safety  of  the  ship  and 
with  this  in  view  must  always  take  the  utmost  precautions. 

Dragging. 

The  regulations  provide  certain  precautionary  measures  to  indicate 
dragging  of  the  anchor  and  these  must  always  be  taken  so  as  to  insure 
the  safety  of  the  ship. 

In  regard  to  the  above,  the  regulations  state  that  the  drift  lead  must 
be  put  over  the  side  when  anchored  in  a  strong  tideway  or  with  a  strong 
wind  blowing;  a  range  observed  on  shore  and  all  other  necessary  pre- 
cautions taken  to  ascertain  at  once  if  the  ship  drags.  Either  of  the  above 
precautions  will  do  very  well  if  the  anchor  drags  rapidly,  but  neither  are 
very  effective  when  the  anchor  drags  slowly.  The  only  reliable  means  of 
determining  whether  or  nqt  the  anchor  drags  is  to  take  occasional  accu- 
rate bearings  of  some  definite  stationary  object.  Keeping  the  lead  line 
slack  to  allow  for  swinging  of  the  ship  will  increase  its  usefulness. 


60  WATCH  OFFICEK'S  MANUAL 

Heavy  Weather. 

On  the  approach  of  heavy  weather,  hoist  all  boats  not  urgently  needed, 
get  anchor  ready  to  let  go,  be  on  the  lookout  for  dragging  and,  when  the 
sea  begins  to  get  rough,  trice  up  the  accommodation  ladders  to  clear  the 
waves.  On  marked  shift  of  wind,  especially  in  an  open  roadstead  where 
a  lee  shore  may  come  in,  "  call  the  captain."  Do  not  hesitate  to  state 
your  opinions  regarding  the  safety  of  the  ship  to  the  commanding  officer ; 
asleep  or  awake,  he  will  probably  appreciate  it,  and  at  any  rate  it  is  the 
officer  of  the  deck's  duty.  Keep  fully  informed  as  to  the  status  of 
engines  and  boilers  that  are  in  use  even  though  the  orders  do  not  come 
through  the  officer  of  the  deck. 

Anchored  in  Tideway. 

To  prevent  sheering  back  and  forth  in  a  tideway,  put  a  slight  amount 
of  rudder  away  from  the  anchor. 

Handling  Explosives,  Gasoline,  etc. 

Do  not  forget  to  hoist  the  powder  flag,  to  have  all  unauthorized  lights 
and  fires  extinguished  and  to  put  out  smoking  lamp  whenever  powder, 
oil  fuel,  gasoline  or  any  explosive  is  taken  on  board  or  disembarked. 
In  transporting  powder  to  and  from  the  ship  or  out  of  magazines  for 
any  cause,  it  is  not  to  be  exposed  to  the  direct  rays  of  sun,  but  always 
to  be  well  shaded. 

Precautions  with  Powder. 

Except  during  target  practice,  all  powder  out  of  the  magazines  must 
be  kept  in  tanks  with  lids  screwed  down,  and  in  charge  of  a  sentry. 

Signalmen  and  Quartermasters  on  Lookout. 

Do  not  rely  on  signalmen  or  quartermasters  for  information,  as  they 
may  fail  to  report  important  occurrences  when  most  needed.  For 
failures  in  this  regard,  however,  these  men  should  be  thoroughly  called 
to  account.  The  signal  force  of  a  flagship  is  under  the  control  of  the 
flag  lieutenant  and  all  information  desired  from  the  bridge  force  must 
come  through  him.  On  some  flagships  a  dual  control  is  used,  but  unless 
the  system  is  thoroughly  understood  by  the  watch  officers,  flag  lieutenant 
and  bridge  force,  confusion  will  result. 

Minor  Matters  Handled  by  Subordinates. 

A  bright  lookout  should  be  kept  at  all  times.  All  matters  over  which 
the  officer  of  the  deck  has  control  should  have  careful  attention,  but  do 
not  let  minor  matters  prevent  any  inattention  to  the  general  business 
of  the  watch.  As  far  as  consistent  with  the  proper  performance  of  duty, 
turn  over  all  minor  matters  to  subordinate  watch  officers. 


WATCH  OFFICER;  IN  POET  61 

Appearance  of  Ship. 

The  general  appearance  of  the  ship  should  have  the  officer  of  the  deck's 
careful  attention  at  all  times.  The  flagship's  motions  in  such  matters 
as  colors,  the  jack,  air  bedding,  awnings,  etc.,  should  be  followed. 
Details,  such  as  all  flags  or  pennants  "  chock  up  "  and  clear,  no  gear 
adrift  about  the  decks,  clothes-line  and  all  other  gear  taut,  no  Irish 
pennants  showing,  ventilators  and  windsails  trimmed,  nothing  hanging 
over  the  sides,  boat  keepers  alert  and  sitting  up,  gangways  clear  of  sea- 
weed and  spotlessly  clean,  should  always  be  given  careful  observation. 

lounging,  etc. 

Do  not  let  any  one  lounge  around  near  the  starboard  gangways  nor 
litter  up  the  vicinity  with  newspapers  or  magazines.  A  mess  bench 
should  be  kept  on  the  port  side  abreast  the  starboard  gangways  for  side 
boys. 

Do  not  let  men  hang  over  the  rails  or  life  lines  at  any  time.  During 
ceremonies,  hanging  over  rails  as  well  as  loitering  around  gangways 
should  be  strictly  forbidden. 

Rains,  etc. 

Do  not  let  a  deluge  catch  you  before  hauling  over  hatch  covers,  hous- 
ing the  awnings,  piping  down  clothes,  bedding  and  canvas  gear.  If  in 
exposed  positions,  hawsers  and  ammunition  should  be  moved  to  pro- 
tected places  at  first  indications  of  rain  and  halliards  should  be  slacked. 
In  hot  climates,  all  covers  to  lower  decks  should  be  kept  off  as  long  as 
possible  without  getting  the  "  insides  "  of  the  ship  thoroughly  soaked. 
For  very  light  showers  in  these  climates,  it  is  hardly  necessary  to  cover 
the  hatches,  as  the  increased  heat  below  is  more  deleterious  than  the 
rain.  However,  when  hauling  over  covers,  do  not  forget,  as  is  fre- 
quently done,  the  fire  and  engine  room  hatches.  During  rainy  seasons, 
always  have  hatch  covers  broken  out  and  awnings  housed  by  8  p.  m. 

Manner  of  Performing  Duty. 

The  officer  of  the  deck  should  protect  the  crew  from  unnecessary 
annoyances  and  see  that  they  receive  every  comfort  and  pleasure  con- 
sistent with  the  regulations  and  good  discipline. 

If  possible,  see  that  all  members  of  the  crew  have  their  meals  on  time. 
Work  should  be  handled  with  this  in  view,  but  circumstances  will 
occasionally  make  this  impossible  and  the  meals  should  be  saved  and 
kept  warm  for  or  sent  to  those  who  are  absent. 

Politeness  as  well  as  cheerfulness  in  giving  orders  has  its  rewards, 
but  these,  as  well  as  gruffness  and  harshness,  may  be  carried  too  far. 


62  WATCH  OFFICER'S  MANUAL 

Reports  and  Salutes  on  Leaving  and  Returning  to  the  Ship. 

2606  R  (1)  "All  persons  over  whom  the  officer  of  the  deck  has  authority 
must  report  to  him  or  his  representative  upon  leaving 
the  ship,  stating  that  they  have  permission  to  do  so,  and 
also  to  report  their  return  on  board." 

(2)  "  The  absence  from  the  gangway  of  an  officer  of  the  watch 

at  the  time  of  the  departure  or  return  of  any  officer,  is 
not  to  be  construed  by  the  latter  as  sufficient  reason  for 
omitting  this  report." 

(3)  "  The  officer  of  the  deck  shall  report  to  the  executive  officer 

the  departure  and  return  of  all  officers  senior  to  that 
officer." 

As  soon  as  it  is  known  that  the  commanding  officer  is  about  to  leave 
the  ship  notify  the  executive  officer. 

Whenever  officers  or  men  arrive  on  the  quarterdeck  of  ship,  the  colors 
shall  always  be  saluted.  This  salute  is  entirely  independent  of  the 
salute  to  the  officer  of  the  deck.  If  necessary  to  salute  the  officer  of  the 
deck,  he  shall  be  saluted  after  the  foregoing  salute.  The  officer  of  the 
deck  shall  return  all  salutes  to  the  colors  as  well  as  those  to  himself. 

Colors. 

1254  R.  The  full  force  of  field  music  shall  sound  first  call  to  the  colors. 
The  field  music,  guard  of  the  day  and  band,  if  there  be 
one  on  board,  shall  be  present  for  the  ceremony.  At  morn- 
ing "  colors  "  the  band  shall  play  the  National  Anthem, 
at  the  beginning  of  which  the  ensign  shall  be  started  up 
and  hoisted  smartly  to  the  peak  or  truck.  All  hands  face 
aft  and  salute  if  covered  (those  uncovered  standing  at  at- 
tention) at  the  first  note  of  the  Anthem,  retaining  the  posi- 
tion of  salute  until  the  last  note  of  the  Anthem.  Sentries 
and  guard  "  present "  at  the  beginning  and  "  order  arms  " 
on  the  completion  of  the  music.  If  there  is  no  band  on 
board,  the  full  force  of  field  music  sound  the  "  colors  " 
call  in  lieu  of  the  National  Anthem.  When  foreign  men- 
of-war  are  present  (morning  colors  only)  the  airs  of  the 
various  nations  represented  are  played  in  order  of  their 
ships'  seniority  after  the  completion  of  our  own  National 
Anthem,  except  when  in  a  foreign  port  the  national  air  of 
the  port  should  follow  our  National  Anthem  and  the 
ceremonies  completed  as  above. 

The  ceremonies  at  evening  colors  shall  be  the  same  as  above 
(exception  included),  but  the  ensign  is  lowered  slowly. 


WATCH  OFFICER;  IN  PORT  63 

In  half-masting  colors,  always  hoist  full  up  to  the  truck  or 
peak  then  lower  to  half-mast ;  the  reverse  procedure  holds 
for  lowering  from  half-mast. 

In  hoisting,  lowering  or  half-masting  the  colors,  the  motions 
of  the  senior  ship  present  in  sight  shall  be  followed. 

Salutes  by  Dipping. 

All  salutes  from  vessels  by  "  dipping  "  their  colors  shall  be  answered 
"  dip  "  for  "  dip."  This  should  be  done  promptly  and  smartly ;  do  not 
wait  for  the  saluting  ship,  "  round  up  "  immediately.  If  such  a  salute 
is  made  before  8  a.  m.  or  after  evening  colors,  the  colors  shall  be  hoisted 
and  the  salute  returned  as  above.  The  colors  should  then  be  hauled 
down  when  saluting  ship  is  well  clear. 

Union  Jack. 

The  union  jack  is  displayed  from  morning  to  evening  colors.  It 
should  be  half-masted  when  colors  are  at  half-mast.  The  jack  at  the 
yardarm  signifies  that  a  general  court  martial  or  court  of  inquiry  is  in 
session.  It  is  hoisted  and  a  gun  fired  when  the  court  meets  and  is  hauled 
down  on  the  adjournment  of  same. 

Men-of-War  Entering  Harbor. 

When  a  man-of-war  enters  a  harbor  be  ready  to  turn  on  your  own 
man-of-war  lights  with  the  senior  officer  present.  If  the  entering  man- 
of-war  is  to  anchor  in  berth  nearby,  turn  on  the  fore  truck  light  and 
turn  off  same  as  soon  as  she  is  anchored. 

Complaints. 

In  hearing  complaints  exercise  patience ;  hear  both  sides  of  the  story 
fully  before  deciding  on  action.  If  the  complaint  is  serious,  refer  it  to 
the  executive  officer  immediately.  If  it  is  a  question  of  the  accused  being 
a,  menace  to  the  ship  or  ship's  company,  report  the  fact  to  the  command- 
ing officer  and  ask  permission  to  put  the  accused  under  sentry's  charge 
for  safe  keeping. 

Uniform. 

Between  morning  and  evening  colors,  no  men  except  artificers,  the 
gunner's  gang  and  engineers,  wearing  dungarees,  should  be  allowed  on 
the  upper  decks  out  of  uniform  and  these  only  when  actually  engaged  in 
work. 

Provisions,  etc. 

The  necessary  instructions  to  send  to  supply  ships  for  frozen  and 
other  supplies  are  made  in  the  office  of  the  executive  officer,  but  it  re- 
mains for  the  officer  of  the  deck  to  carry  them  out.    It  is  usually  neces- 
5 


64  WATCH  OFFICEK'S  MANUAL 

sary  to  send  for  frozen  supplies  around  3.30  a.  m.,  or  in  any  event  before 
reveille.  This  requires  breaking  out  the  working  party,  providing 
breakfast  or  coffee  for  them;  getting  out  the  necessary  boats;  calling 
the  commissary  steward  and  providing  gear  for  the  boats.  The  officer 
having  the  first  watch  should  see  that  all  of  the  working  party  sleep 
in  the  same  part  of  the  ship  and  word  as  to  their  whereabouts  should 
be  passed  along.  If  it  is  found  that  the  working  party  is  not  sleeping 
in  the  same  part  of  the  ship,  immediate  steps,  such  as  getting  the 
master-at-arms  after  them,  should  be  taken  to  get  them  together.  The 
details  in  preparation  of  boats  for  the  supplies  should  be  begun  suffi- 
ciently early  so  that  they  will  be  alongside  when  it  is  time  for  the  party 
to  "  shove  off."  The  return  of  frozen  supplies  should  be  particularly 
looked  out  for,  and  to  this  end  all  preparations  for  receiving  them  on 
board  should  be  made.  These  supplies  should  be  struck  below  imme- 
diately ;  the  junior  officer  of  the  watch  or  a  responsible  chief  petty 
officer  should  be  in  charge  of  this.  Supplies  should  be  checked  as 
received  on  board  by  a  representative  of  the  pay  department.  The 
executive  officer  should  be  kept  informed  of  supplies  received  and 
amount  remaining  to  be  received. 

Weighing  Provisions. 

The  regulations  require  that  all  provisions  delivered  on  board  by  a 
contractor  be  inspected  upon  delivery  by  a  commissioned  officer  (the 
officer  of  the  deck,  junior  officer  of  the  deck  or  relief),  who  shall  per- 
sonally and  without  delegating  this  duty  to  any  other,  ascertain  the 
exact  quantity  of  each  article  received,  certify  the  fact  on  a  memo- 
randum over  his  official  signature,  and  at  once  deliver  the  same  to  the 
supply  officer  who  shall  have  it  checked  with  the  retained  copy  of 
the  order  and  file  them  together  for  subsequent  comparison  with  the 
dealer's  bills.  This  inspection  is  in  addition  to  that  required  to  be 
made  by  a  medical  officer  of  the  ship  as  to  the  quality  of  the  provisions,. 
Further,  the  regulations  require  that  whenever  provisions  are  delivered 
on  board  by  a  contractor,  an  entry  shall  be  made  in  the  ship's  log  show- 
ing the  contractor's  name,  the  exact  quantity  of  each  article  delivered, 
and  the  names  of  the  officers  who  made  the  above  required  inspections. 

Liberty  Parties. 

Liberty  parties  should  be  assembled  in  ranks  and  carefully  inspected 
before  being  allowed  to  go  ashore.  If  rigid  inspections  of  the  liberty 
parties  are  made  a  regular  habit,  the  men  will  come  aft  clean  and  tidy ; 
when  in  a  condition  otherwise,  in  any  respects,  they  should  not  be 
allowed  to  go  ashore  until  the  defects  have  been  remedied.  Fobs, 
tobacco  tags,  buttons  and  other  articles  must  not  be  worij  with  the  uni- 
form, but  liberty  parties  will  probably  be  covered  with  such  articles 


WATCH  OFFICER;  IN  PORT  65 

before  leaving  the  ship,  if  not  regularly  inspected.  There  is  a  certain 
aristocratic  element  on  board  ship  which  invariably  indulges  in  the 
wearing  of  bright-colored  silk  socks  when  making  "  liberties  "  and  at 
other  times ;  this  tendency  should  be  completed  checked. 

Be  sure  to  inform  men  when  leaving  the  ship  of  the  time  of  expiration 
of  liberty. 

Men  should  not  be  kept  waiting  to  go  ashore  any  longer  than  is  con- 
sistent with  ships'  or  other  orders  regulating  same  or  with  regard  to  the 
availability  of  boats  for  transportation.  On  rainy  days  boats  should  be 
provided  with  tarpaulins  or  boat  awnings. 

Extreme  precautions  should  be  taken  in  embarking  men  in  boats. 
When  the  water  is  smooth,  no  more  than  the  number  of  men  designated 
on  boat  plate  should  be  embarked  in  a  boat,  and  on  rough  days  a  special 
safety  factor  depending  on  the  state  of  sea  and  weather  conditions 
should  be  introduced. 

Men  returning  from  liberty  should  be  sent  forward  as  soon  as  checked 
off  or  cards  taken.  This  should  be  expedited.  The  master-at-arms  or 
corporal  of  the  guard  should  always  be  present  when  men  return  from 
liberty. 

Do  not  argue  with  a  drunken  man.    Put  all  such  cases  in  charge  of  the 
master-at-arms;  send  them  to  the  sick  bay  and  then  send  word  to  the 
doctor  to  make  an  examination. 
Visitors. 

All  visitors  should  be  courteously  and  politely  treated,  but  cameras 
should  be  taken  care  of  and  suspicious  bundles  investigated  even  though 
objection  is  voiced  thereto.  No  visitors  should  be  allowed  to  go  below 
the  protective  deck,  in  turrets,  fire  control,  or  conning-tower  and  radio 
room,  nor  should  they  be  allowed  to  handle  guns  or  gear  of  any  sort. 
Escorts  should  always  be  provided  for  visitors  and  carefully  instructed 
in  the  above.  The  corporal  or  a  master-at-arms  should  always  be  at  the 
port  gangways  when  visitors  arrive.  A  lookout  should  be  kept  on  all 
shore  boate  for  contraband  traffic  and  it  is  a  good  plan  to  have  some 
one  at  the  foot  of  the  gangways  and  a  lifebuoy  handy  when  shore  boats 
arrive  in  numbers. 

ROUTINE  IN  PORT. 

The  officer  of  the  deck  is  responsible  for  the  execution  of  all  routine 
during  his  watch,  and  if  circumstances  prevent  the  carrying  out  of  any 
part  of  same,  he  should  notify  the  executive  officer. 

All  activities  engaged  in  under  proper  orders  may  be  considered  as 
routine  matters  of  the  ship. 


66  WATCH  OFFICEK'S  MANUAL 

The  actual  scheduled  routine  of  ships  varies  according  to  fleets'  and 
ships'  orders. 

The  usual  scheduled  routine  of  a  ship  in  port  follows : 
a.  m. 

3.00     Call  cooks  and  baker  on  duty. 
4.00     Relieve  the  deck. 

4.45     Call  master-at-arms,  boatswains'  mates,  bugler. 
5.00     On  week  days  when  sunrise  is  earlier  than  6.30,  reveille.     Call 

steamer's  crew  except  boat  making  late  trip.    Light  smoking 

lamp.    Pass  word  regarding  mattress  covers  or  bedding  to  be 

scrubbed,  if  any. 
5.30     Turn  to.     Out  smoking  lamp.     Carry  out  morning  orders.     On 

week  days  when  sunrise  is  later  than  6.30,  reveille  and  carry 

out  routine  as  at  5.00. 

Sunrise.     Out  all  lights.    If  guard,  hoist  guard  flag. 
6.00     Trice  up  clothes-lines.    On  Sundays,  reveille,  etc.,  as  above.    Or 

when  reveille  is  5.30  turn  to,  etc.,  as  above. 
6.55     Uniform  and  time  signal  is  hoisted  by  flagships. 
7.00     Strike  bells  when  above  signal  is  hauled  down.    Eeport  uniform 

and  time  signal  to  commanding  officer.    Call  relief  officer  of 

the  deck. 

7.15     Mess  gear ;  light  smoking  lamp. 

7.30     Pipe  to  breakfast;  pass  word  about  uniform;  hoist  meal  pennant. 
7.45     Flagship  hoists  signal  for  size  colors. 
7.50     Call  guard  and  band;  notify  signal  watch  if  guard  flag  is  to  be 

hoisted. 

8.00     Eeport  8  o'clock  to  commanding  officer;  make  colors.    Air  bed- 
ding,, if  fleet  schedule.    Relieve  the  deck. 
8.15     Down  meal  pennant ;  out  smoking  lamp.    Turn  to.    Sweep  down. 

Sound  bright  work.    Make  preparations  for  quarters. 
8.30     Sick  call. 
9.00     Knock  off  bright  work.    Clean  up  deck  for  quarters.    Send  mail 

to  division  flagship  (Atlantic  fleet). 
9.10     Officers'  call.    Notify  navigator. 
9.15     Quarters.     Inspection   and  muster.     Physical  exercises.     Test 

water-tight  doors.    Drill  call. 

9.30     Division  flagships  send  mail  to  force  flagship  (Atlantic  fleet). 
10.00     Signal  number  of  absentees,  sick,  and  men  for  hospital. 
11.00     Reports  and  requests  to  mast. 


WATCH  OFFICER;  IN  PORT  67 

11.30     Retreat  from  drill.    Relieve  the  navigator.    Pipe  sweepers. 
11.45     Mess  gear.    Inspect  crew's  dinner, 
noon. 

12.00     Report  12  o'clock  and  chronometers  wound.     Pipe  to  dinner. 
Signal:     (1)  coal  on  hand;  (2)  coal  expended  during  pre- 
ceding 24  hours.    Relieve  the  deck, 
p.  m. 

12.55     Stand  by,  scrubbed  and  washed  clothes,  and  aired  bedding,  if  any. 

1.00     Turn  to.    Pipe  down  clothes  and  bedding.    Pipe  sweepers.    Down 

meal  pennant.    Send  mail  to  division  flagship  (Atlantic  fleet). 

1.15     Drill  call  or  school,  except  Wednesday,  Saturday  and  Sunday.    |  - 

2.30     Retreat  from  drill  or  school.     Division  flagships  mail  to  force 

flagship  (Atlantic  fleet). 

4.00     Knock  off  work.    Pipe  sweepers.    Relieve  the  deck. 
10  minutes  before  sunset.     Call  guard  and  band;  stand  by  colors  and 
lights ;  receive  reports  as  to  condition  of  all  anchor  and  signal 
lights. 

5  minutes  before  sunset.     Preparatory  signal  for  colors  on  flagship. 
0.3^       Sound  firstralj.-^?; ^&ct/*v/4fcfc/  f^^Ac^t 
'  Sunset.     Make  evening  colors.    Turn^on  lights.    Receive  reports  regard- 
ing lifeboats  and  search-light. 
5.45     Mess  gear. 

6.00     Pipe  to  supper.    Hoist  meal  pennant. 
6.30     Turn  to.    Scrub  clothes.      offfc«£f:V~'f*  * W*««AX. 
7.15     Master-at-arms  reports  decks  ready  for  hammocks. 
7.30     Hammocks. 

7.45     Inform  relief  of  time  and  weather  conditions. 
8.00     Report  8  o'clock,  lights  and  fires  out,  and  prisoners  secure  to  com- 
manding officer.    Muster  anchor  watch.    Relieve. the  deck. 
8.55     First  call. 

9.00     Tattoo.    Report  9  o'clock  lights  out  to  commanding  officer. 
9.05     Taps. 

10.00     Report  10  o'clock  lights  to  commanding  officer.   ~ 
11.45     Call  relief. 


68 


WATCH  OFFICER'S  MANUAL 
Weekly  Routine  (Atlantic  Fleet), 


Day. 

Morning. 

Forenoon  drills. 

Afternoon. 

Evening. 

Monday.  •  • 

Battery  or  divi- 
sional. 

Ship's  work.    Boat 
exercises.    Sea- 

Night signaling 
or  other  exer- 

manship instruc- 
tion school. 

cises. 

Tuesday..  . 

In  port  1st  and  3d. 
Scrub  bags    and 
hammocks. 

Same  as  Monday. 

Same  as  Monday. 

Same  as 
Monday. 

Wednesday 

Scrub   mattress 
covers. 

Fire  and  collision 
and  divisional. 

Mending.     Bag  in- 
spection. School. 

Night  signaling. 
Searchlight 

exercises. 

Thursday.. 

Boats    and    bright 
wood  work. 

General  quarters. 

Same  as  Monday. 

Same  as 
Monday. 

Friday.  ..  . 

Hose  and  canvas. 

Air  bedding.  Over- 
haul battery.  In- 
spect material. 

Inspect  be  dd  ing. 
Same  as  Monday. 

Same  as 
Monday. 

Saturday.. 
Sunday..  .  . 

General  cleaning. 

Commanding  offi- 
cer's inspection. 

Quarters  for  divi- 
sional muster 

Holiday. 
Holiday. 

Holiday. 
Holiday. 

and  inspection  at 
9.30. 

(1)  Bedding  shall  be  aired  on  Fridays  immediately  after  breakfast; 
care  shall  be  taken  that  all  parts  thereof  are  open  to  the  air. 

(2)  At  general  quarters  open  and  close  and  secure  all  armor  doors 
and  hatches,  including  conning-tower. 

(3)  Overhaul  battery  includes  all  ordnance  material  and  especially 
that  found  out  of  order  during  general  quarters  on  Thursday. 

(4)  The  inspection  of  material  on  Friday  mornings  refers  to  the 
requirements  of  the  Navy  Eegulations. 

(5)  If  coaling  on  Wednesday  afternoon  the  routine  prescribed  shall 
be  carried  out  on  Thursday  afternoon. 

(6)  The  seamanship  instruction  prescribed  for  afternoons  shall  be 
carrying  out  anchors,  knotting  and  splicing,  heaving  the  lead,  etc. 

(7)  Commanding  officer's  inspection  shall  be  made  on  Saturday  fore- 
noon ;  no  inspection  shall  take  place  or  be  completed  on  Saturday  after- 
noon. 

t*  I3L',  tro 


WATCH  OFFICER;  IN  PORT  69 

SURVEY  OF  THE  WATCHES. 
Mid  watch. 

The  safety  of  the  vessel  and  of  boats  is  the  primary  consideration 
during  this  watch.  The  morning  orders  should  be  read  and  any  prepara- 
tions necessary  to  assist  in  their  execution  begun. 

Morning  Watch. 

Execute  the  morning  orders.  Carry  out  weekly  routine  that  may  be 
necessary.  See  that  the  chief  boatswains  and  boatswains'  mates  read 
and  are  familiar  with  orders  concerning  them.  Be  sure  to  pass  any 
word  about  scrubbing  mattress  covers  or  bedding  at  reveille.  At  the 
same  time  get  up  steam  (unless  otherwise  ordered)  in  all  steamers 
except  the  one  making  the  late  trip.  As  soon  as  ascertained,  send  word 
to  the  engine  room  as  to  the  amount  of  coal  needed  for  the  steamers  and 
where  to  hoist  same.  At  "  turn  to  "  hoist  out  all  boats  that  will  be 
needed  for  the  morning  watch.  See  that  running  boat  is  made  ready 
for  the  early  trip  and  that  one  steamer  is  ready  for  coaling  at  "  turn  to." 
Make  sure  that  all  stewards  going  ashore  in  the  market  boat  are  on  deck 
when  the  boat  arrives  alongside.  Coal  running  boat  as  soon  as  possible 
after  return  from  first  trip ;  then  coal  remaining  steamers.  Do  not  ring 
boat  bells  before  8  a.  m. 

Five  minutes  before  sunrise  the  letter  "  F  "  is  displayed  by  the  senior 
officer's  ship  and  division  flagships  as  a  preparatory  signal  to  stand  by 
all  anchor,  boom  and  gangway  lights.  These  lights  should  be  turned  off 
simultaneously  with  the  letter  "  F  "  at  sunrise. 

Before  washing  down  the  decks  give  them  a  clean  sweep  and  see  all 
gear  laid  up  clear.  Have  water  turned  on  by  5.15  a.  m.  so  that  men 
wishing  to  scrub  clothes  may  do  so,  and  also  see  that  there  is  sufficient 
force  on  the  deck  pump  at  "  turn  to."  Do  not  allow  clothes  to  be 
scrubbed  before  the  deck  is  wet  down.  At  "  turn  to  "  the  decks  should 
be  wet  down  and  then  sprinkled  with  sand.  The  decks  must  then  be 
thoroughly  scrubbed  as  the  sand  alone  will  not  clean  them.  In  washing 
down,  keep  the  nozzle  of  the  hose  down  and  away  from  the  hatches. 
The  decks  should  be  dried  down  by  breakfast;  all  pockets  in  manhole 
plates,  waterways,  and  corners  of  the  decks  should  be  thoroughly  dried 
out.  Be  sure  to  notify  the  engine  room  when  through  with  the  deck 
pumps.  (A  knock  in  the  firemain  signifies  that  the  pressure  has  not 
been  relieved.) 

When  the  temperature  is  such  that  water  freezes  on  the  deck,  do  not 
wash  down.  If  the  executive  officer  has  not  provided  for  this  con- 
tingency in  the  morning  orders,  notify  him  of  the  existing  state  of 
weather. 


70  WATCH  OFFICEK'S  MANUAL 

When  alongside  a  dock,  have  sweepers  clean  it  and  sweep  down. 

Orders  for  side  cleaners  are  usually  in  the  morning  orders  and  if 
there  are  none,  have  them  start  work  at  "  turn  to."  Side  cleaners  should 
knock  off  work  and  punts  should  be  hoisted  at  7.30  a.  m.,  unless  per- 
mission has  been  obtained  from  division  flagship  (or  commanding  officer 
when  alone) .  Side  cleaners  should  not  be  sent  over  the  side  after  8  a.  m. 

When  orders  and  circumstances  permit,  swimming  should  be  held 
before  breakfast  and  the  men  should  not  be  in  the  water  longer  than  15 
minutes.  At  least  one  boat  properly  manned,  well  supplied  with  life 
preservers,  and  in  charge  of  a  petty  officer  should  always  be  at  hand 
whenever  there  is  swimming  from  the  ship.  See  that  flushing  system 
is  shut  off  15  minutes  before  swimming  call  on  side  desired  to  hold 
swimming. 

Clothes  may  be  scrubbed  every  morning  except  Sundays  and  holidays. 

Fire  hose  should  never  be  scrubbed  with  sand  nor  on  decks  covered 
with  sand. 

As  soon  as  the  uniform  signal  is  made  at  7.00,  send  word  regarding 
it  to  the  commanding  officer,  the  executive  officer,  the  master-at-arms, 
the  sergeant  of  marines  and  the  officers'  stewards.  When  making  this 
report  to  the  commanding  officer,  inform  him  of  the  weather  and  send 
in  any  routine  signals  or  reports  he  has  not  received.  Have  the  word  as 
to  the  uniform  and  airing  bedding  passed  to  the  crew  at  breakfast. 

If  there  is  any  routine  to  be  carried  out  at  the  completion  of  colors 
(or  shortly  thereafter),  pass  the  word  or  make  the  necessary  calls  per- 
taining thereto  before  first  call  so  as  to  be  ready  for  execution  at  the 
designated  time. 

If  not  on  the  senior  ship  present,  have  the  orderly  report  8  o'clock  to 
the  commanding  officer  as  soon  as  the  senior  officer  present  strikes  his 
bell.  If  on  the  senior  ship  present,  report  8  o'clock  to  flag  and  com- 
manding officers  several  minutes  ahead  of  time.  The  procedure  will  then 
be  to  make  it  on  the  senior  officer's  "  make  it  so."  At  8  o'clock  with  the 
bell,  make  colors  as  detailed  on  page  62. 

The  Forenoon  Watch. 

Execute  morning  orders  that  have  not  been  completed.  Carry  out 
routine.  If  bedding  is  to  be  aired,  see  that  it  is  done  promptly  on  com- 
pletion of  colors  and  have  the  master-at-arms  make  inspection  to  see 
that  all  bedding  is  neatly  and  properly  secured  to  the  life  line  and  that 
the  hammock  nettings  are  empty. 

At  the  call  for  bright  work,  see  that  all  hands  are  busy  on  their  clean- 
ing stations.  Make  the  usual  preparations  for  quarters  and,  if  Saturday, 
for  commanding  officer's  inspection.  At  the  call  "knock  off  bright 


WATCH  OFFICER;  IN  PORT  71 

work,"  clear  up  the  deck  for  quarters,  down  towel  lines,  flemish  or  make 
up  all  gear  and,  if  possible,  allow  men  time  to  get  into  clean  uniform. 

As  soon  as  liberty  has  expired,  or  if  it  has  expired  in  the  previous 
watch,  check  up  absentees,  report  same  to  the  commanding  and  executive 
officers,  send  a  written  memo  to  ship's  writer  office. 

At  officers'  call  notify  navigator  of  the  time  and  condition  of  the 
weather.  If  raining,  notify  the  navigator  earlier.  Be  sure  to  instruct 
buglers  to  sound  first  call  so  that  it  can  be  heard  all  over  the  ship. 

As  soon  as  assembly  is  sounded  the  executive  officer  takes  charge  of 
quarters,  drills,  etc.,  but  the  navigator  takes  over  the  deck.  When  the 
drills  are  not  of  a  general  character  the  deck  may  be  taken  by  such 
officer  as  may  be  designated  by  the  commanding  officer. 

Believe  the  navigator  at  retreat  from  drill  or  as  soon  after  drill  as 
possible.  After  drills  sweep  and  "  clamp  down  "  the  decks.  In  clamp- 
ing down  see  that  the  decks  are  not  soaked,  only  sufficient  water  should 
be  used  to  clean  them.  Soaked  decks  can  never  be  made  to  look  clean. 

When  all  "  reports "  with  witnesses  and  ship's  writer  are  aft,  the 
executive  officer  should  be  so  informed.  The  executive  officer  will 
usually  notify  the  officer  of  the  deck  when  to  report  to  commanding 
officer,  but  if  this  is  not  done,  inquire  of  the  executive  officer  if  he  is 
ready  for  the  commanding  officer  before  making  the  report. 

If  the  chronometers  have  not  been  reported  by  11.45,  suggest  the  fact 
to  the  navigator  and  send  for  the  chief  quartermaster. 

At  noon  report  chronometers  wound;  and  report  12  o'clock  as  per 
procedure  for  8  a.  m.  (see  Morning  Watch). 

Pipe  to  dinner. 

Afternoon  Watch. 

Carry  out  daily  and  weekly  routine  and  special  orders.  Preparations 
to  complete  or  carry  out  the  preceding  should  be  made  as  soon  as  taking 
over  the  deck. 

The  signal  for  piping  down  scrubbed  and  washed  clothes  and  aired 
bedding,  if  any,  is  hoisted  by  flagships  at  12.55.  The  word  to  "  stand 
by"  for  the  above  should  be  passed  throughout  the  ship  immediately 
and  should  also  be  sent  to  the  engine  and  dynamo  rooms.  The  piping 
down  should  be  executed  with  the  hauling  down  of  the  signal  at  1.00. 
When  bedding  is  aired,  it  is  usually  inspected  on  piping  down.  If 
clothes  are  not  dry,  the  fact  should  be  reported  to  the  executive  officer. 
He  will  give  orders  as  to  where  they  may  be  dried. 

The  regular  routine  work  and  special  orders  for  this  watch  will  usually 
keep  the  officer  of  the  deck  busy,  and  the  boat  question  will  require  con- 
siderable foresight  to  meet  the  numerous  demands.  Except  when  in 


72  WATCH  OFFICER'S  MANUAL 

navy  yards,  nearly  all  the  ship's  boats  will  be  in  use  for  one  thing  or 
another  during  the  watch  and  should  be  in  the  water  in  sufficient  time 
for  the  purpose  demanded.  The  fleet  (Atlantic)  regulations  require 
boat  exercises  every  afternoon  except  Wednesdays,  Saturdays,  Sundays 
and  holidays,  and  if  the  boats  are  not  sent  out  for  drills,  they  will  be 
needed  for  supplies  and  liberty  and  athletic  parties.  In  ports  such  as 
Vera  Cruz  and  Guantanamo,  sailing  races  are  held  in  lieu  of  boat  exer- 
cises, and  boats  must  always  be  ready  to  start  by  2  o'clock.  It  occa- 
sionally happens  that  boats  will  be  needed  for  supplies,  boat  races, 
liberty  and  athletic  parties  at  the  same  time  and  then  the  only  thing  to 
do  is  to  employ  every  boat  for  the  most  important  duties  and  the  other 
demands  will  have  to  be  met  as  soon  as  boats  are  available.  When  such  a 
condition  as  just  mentioned  exists,  it  should  be  referred  to  the  executive 
and  he  will  usually  issue  the  necessary  orders  relieving  the  officer  of  the 
deck  of  the  responsibility  for  the  boats'  employments. 

Dog  Watches. 

Carry  out  routine  and  special  orders ;  send  liberty  parties  ashore  and 
send  for  athletic  and  other  parties  on  the  beach.  Where  parties  are 
ashore  to  be  returned  to  the  ship,  send  boats  into  landings  sufficiently 
early  so  as  to  keep  men  from  waiting  impatiently  on  the  dock. 

Swimming  should  be  allowed,  if  circumstances,  orders  and  conditions 
warrant  it. 

Colors  are  made  at  sunset,  as  on  page  62,  and  all  anchor,  boom  and 
gangway  lights  are  turned  on  with  the  senior  ship.  When  "  prepara- 
tory "  is  hoisted,  men  should  be  stationed  at  the  switches  to  turn  on,  and 
on  completion  of  colors  and  inspection  they  should  be  made  to  see  that 
all  lights  are  burning. 

All  anchor,  gangway  and  signal  lights  should  be  tested  and  condition 
reported  to  the  officer  of  the  deck  at  least  10  minutes  before  colors. 

At  sunset  the  "  port "  lifeboat  and  at  least  one  search-light  should  be 
reported  as  ready  for  instant  use. 

See  comments,  page  76,  regarding  hoisting  boats  and  page  61  with 
regard  to  rainy  seasons. 

When  circumstances  and  conditions  permit,  request  permission  to 
hold  moving  pictures.  If  permission  is  granted,  the  necessary  orders 
should  be  given  to  "  rig  the  screen  "  and  handle  the  machine.  When 
moving  pictures  are  to  be  held,  it  is  better  to  have  decks  cleared  imme- 
diately after  supper  and  have  hammocks  at  7.00  instead  of  7.30  or  after 
"movies."  No  men  except  chief  petty  officers  should  be  allowed  to 
select  seats  until  hammocks  have  been  piped  down.  The  commanding 


WATCH  OFFICER;  IN  PORT  73 

officer  and  all  other  officers  should  be  notified  when  "  movies  "  are  about 
to  begin.  The  decks  should  be  "  clamped  down  "  before  "  movies  " ; 
the  reason  is  obvious. 

Notify  relief.     Report  8  o'clock  (see  morning  watch  for  procedure 
in  reporting  8  o'clock),  8  o'clock  lights  and  galley  fires  out  and  prisoners 
secure. 
First  Watch. 

Carry  out  routine  and  special  orders.  If  no  orders  have  been  given 
to  secure  boats,  ask  the  executive  his  desires  in  the  matter.  When 
coxswains  report  boats  secure,  notify  them  of  the  time  they  will  be 
required  to  have  steam  up  and  be  ready  for  trips.  Muster  the  anchor 
watch  (unless  "movies"  are  being  held)  and  see  that  each  man  knows 
his  station,  his  relief  and  where  he  billets.  Each  man  should  know  the 
coxswain's  billet  and  the  watch  is  assigned  to  sleep  in  the  same  part  of 
the  ship  for  the  night.  Billets  in  a  special  part  of  the  deck  in  close 
proximity  to  the  officer  of  the  deck's  station  are  usually  assigned  for 
this  watch. 

If  "  movies  "  are  held,  delay  the  above  muster  until  their  completion 
and  then  have  the  full  anchor  watch  unrig  and  sweep  down.  See  that 
all  men  of  special  working  parties  who  are  to  be  called  before  reveille 
are  sleeping  in  the  same  part  of  the  ship  and  that  the  petty  officer  in 
charge  knows  their  location. 

See  that  the  corporal  of  the  guard  makes  a  thorough  inspection  after 
taps.  He  should  inspect  the  ship  and  make  reports  to  the  officer  of  the 
deck  every  half  hour  after  10  p.  m. 

If  the  morning  orders  are  not  on  deck  at  10  p.  m.,  it  is  a  good  plan 
to  inquire  for  them.  Most  captains  will  forgive  you  if  you  do  not  wake 
them  to  report  10  o'clock  lights  out;  if  the  executive  is  up,  make  the 
report  to  him. 

BOATS. 
Boats  Coming  Alongside. 

1803  I  (1)  "The  officer  of  the  deck  shall  inform  himself  of  all  boats 
that  come  alongside  or  leave  the  ship." 

Lying  Alongside. 

Boats  should  not  be  allowed  to  lie  alongside  except  on  urgent  duty. 
This  rule  should  be  particularly  enforced  in  rough  weather. 

Line. 

The  boat  line  should  always  be  ready  for  boats  coming  alongside,  and 
if  not  rigged  a  light  line  of  some  sort  should  always  be  kept  near  at  hand. 


74  WATCH  OFFICER'S  MANUAL 

Meeting  Boats  at  Gangways. 

The  officer  of  the  deck  or  his  representative  should  be  at  the  gangways 
on  arrival  and  departure  of  all  boats. 

Schedule. 

Even  though  no  one  is  going  ashore,  the  boat  schedule  should  be 
rigidly  adhered  to,  as  there  may  be  some  one  on  the  dock  waiting  to  get 
to  the  ship.  Ship's  orders  usually  cover  this  subject  fully. 

Use  of  Boats. 

The  boats  of  a  ship  are  for  the  purpose  of  transporting  personnel  and 
materiel  and  should  be  used  without  hesitancy,  but  due  regard  must  be 
had  for  the  crew  of  the  boat  and  for  the  necessary  future  use  of  boats  by 
the  officer  of  the  deck.  Useless  trips  and  lack  of  boats  are  caused  by  not 
thinking  in  advance  and  coordinating  the  various  missions  to  be  accom- 
plished. Make  one  trip  do  as  much  as  possible.  For  special  trips  of 
short  distances,  unless  there  are  orders  to  the  contrary,  the  executive 
officer  should  not  be  bothered.  For  special  night  trips  or  those  of  ex- 
tended length,  the  executive's  permission  should  always  be  obtained. 

Orders  to  Coxswains. 

On  shoving  off  from  the  ship's  side,  every  boat  should  be  given  definite 
orders.  !STo  boat,  except  the  captain's  or  one  being  used  by  the  executive 

officer,  should  be  given  such  orders  as  "  Wait  for  Mr. ."    If  such 

orders  are  given,  the  officer  of  the  deck  will  soon  find  himself  without  a 
boat  when  one  is  most  needed.  It  is  always  a  good  precaution  to  warn 
coxswains  to  look  out  for  their  recall. 

Captain's  Boat. 

The  captain's  boat  should  never  be  used  without  his  express  per- 
mission. If  the  business  of  the  ship  necessitates,  it  would  be  per- 
missible to  make  such  a  request  for  the  above  through  the  executive 
officer. 

Supervision  of. 

The  officer  of  the  deck  has  supervision  over  all  ship's  boats,  and  all 
other  boats  making  the  ship's  gangway.    In  this  connection  he  should 
pay  particular  attention  to  the  uniform  of  the  crew  of  the  ship's^  boat. 
Boat  crews  should  always  be  in  the  same  uniform. 
Appearance  of. 

The  appearance  of  ship's  boats  reflects  on  the  efficiency  of  the  ship 
and  efforts  made  to  improve  the  personnel  and  materiel  are  well  worthy 
of  every  consideration. 
Inspection  of. 

The  inspection  of  running  boats  should  always  be  made  after  morn- 
ing colors. 


WATCH  OFFICER;  IN  PORT  75 

Waiting. 

Boats  waiting  should  be  given  orders  as  soon  as  possible  and  should 
not  be  allowed  to  get  out  of  hail.  To  keep  a  visiting  captain  waiting 
10  or  15  minutes  for  his  boat  shows  a  lack  of  alertness,  if  not  inefficiency. 
If  honors  are  necessary,  do  not  report  boat  alongside  until  all  prepara- 
tions for  same  are  made. 

Waiting  Definite  Time. 

Boats  waiting  any  definite  length  of  time  should  be  allowed  to  haul 
out  to  the  boom.  Care  should  be  taken  in  granting  this  privilege  and  if 
the  boat  is  waiting  for  an  officer,  he  should  be  consulted  as  to  his  wish 
in  the  matter. 

Secured  Alongside. 

Boats  secured  alongside  do  not  fly  the  ensign  except  when  ship  is 
full-dressed  nor  have  running  lights  shipped,  nor  should  fenders  be 
over  except  when  boats  are  in  close  proximity  to  each  other. 

Do  not  let  steamers  lying  alongside  to  windward  "  fire  up." 

Boat  Colors. 

Boats  in  foreign  ports  fly  the  ensign,  except  as  noted  above.  Boat 
colors  are  half-masted  with  colors  of  ships. 

Lookout  Kept  on  Boats. 

A  careful  lookout  should  be  kept  on  all  ship's  boats,  and  assistance 
rendered  as  quickly  as  possible  in  case  of  accident.  Assistance  should 
not  be  restricted  to  one's  own  boats  and  in  accidents  or  breakdowns  of 
other  boats,  it  should  be  a  point  of  pride  to  have  the  first  boat  at  the 
scene  to  render  assistance. 

Boats  at  booms  may  not  use  whistles  to  call  the  boat's  crew. 

Guard  Boat. 

A  boat  should  always  be  ready  to  make  the  guard  trips  as  per  fleet 
routine ;  and  when  a  vessel  is  acting  as  guardship,  a  guard  boat  should 
be  ready  for  trips  on  a  moment's  notice.  Always  see  that  guard  boats 
are  provided  with  clean  guard  flags  before  shoving  off.  Fleet  orders 
cover  this  subject  fully. 

Life  Boats. 

2502  I  (4)  "  In  port,  one  or  both  lifeboats  shall  be  kept  ready  for 
immediate  use  from  sunset  until  colors  next  morning. 
It  will  be  found  that  there  are  occasions  when  neither 
of  the  regular  lifeboats  are  available  for  use,  and  on 
these  occasions  one  of  the  other  ship's  boats  should  be 
prepared  for  this  service."  (A  dinghy  "hooked  on" 
the  crane  is  the  usual  substitute.) 


76  WATCH  OFFICER'S  MANUAL 

Loading  Boats  Alongside. 

The  officer  of  the  deck  is  responsible  for  the  loading  of  all  boats 
alongside  and  care  should  be  exercised  so  that  the  freeboard  is  not  less 
than  that  designated.  The  water  may  be  smooth,  but  it  does  not  take 
very  long  for  it  to  become  rough  enough  to  swamp  an  overloaded  boat. 

Equipment  of  Boats  Sent  for  Frozen  Supplies. 

Boats  sent  for  frozen  supplies  should  always  be  equipped  with  tar- 
paulins. Boats  sent  for  supplies  of  any  sort  should  always  be  supplied 
with  a  couple  of  cargo  nets.  The  last  two  "  slings  "  should  be  left  in 
the  nets;  this  facilitates  unloading.  Boats  sent  to  landings  for  stores 
should  be  also  provided  with  block  and  tackle. 

Supervision  of  Hoisting  Boats  on  Large  Ships. 

On  large  ships  it  is  very  impracticable  for  the  officer  of  the  deck  to 
personally  supervise  the  hoisting  of  boats,  but  he  should  make  certain 
that  the  chief  boatswain  or  the  boatswain's  mate,  in  charge  of  boat  deck 
or  part  of  ship  in  which  boat  is  to  be  hoisted,  is  supervising  the  opera- 
tion. When  boats  are  to  be  hoisted,  notice  should  be  sent  to  the  dynamo 
room  in  advance,  as  power  may  not  be  sufficient.  If  winches  are  to  be 
used  for  hoisting,  an  electrician  should  be  on  hand  to  operate  them. 
Slipping  of  "  falls  "  on  drums  is  prevented  by  use  of  sand.  Always 
hook  on  forward  first,  except  when  tide  is  running  towards  the  bow  or 
when  that  effect  holds  between  the  water  and  the  ship. 

Hoist  Boats. 

Except  in  well  land-locked  ports,  before  sunset,  hoist  all  boats  for  the 
night  that  will  not  be  needed  for  early  trips.  Permission  to  do  this  can 
easily  be  obtained  from  the  executive  officer,  and  it  will  save  the  night 
watches  much  trouble  in  breaking  out  hands  to  pick  up  boats  that  have 
gotten  adrift  or  are  knocking  themselves  to  pieces  against  the  side  of 
the  ship. 

When  at  anchor  in  open  waters,  such  as  southern  drill  grounds,  boats 
should  be  well  provisioned. 

Securing  Boats  for  Night. 

Orders  for  securing  boats  for  the  night  emanate  from  the  executive 
officer  and  none  other  than  noted  below  should  be  secured  without  his 
permission.  If  the  captain  or  admiral  should  give  direct  orders  to 
secure  their  boats,  the  executive  should  be  notified.  In  securing,  do  not 
allow  boats  to  dump  their  fires  to  windward.  Except  when  boats  lie 
astern,  they  should  be  secured  at  both  bow  and  stern.  Boats  lying 
astern  should  have  a  good  bight  of  line  to  ride  on  and  in  rough  weather 
this  should  be  long  enough  to  ride  easily. 


WATCH  OFFICER;  IN  PORT  77 

Fueling  and  Watering  Power  Boats. 

The  best  time,  with  exceptions  of  course,  for  fueling  boats  is  in  the 
morning  watch.  Some  may  disagree  with  this,  but  if  a  careful  plan  is 
laid  out  and  preparations  started  at  earliest  moment  of  the  watch,  it 
will  be  found  to  work  very  satisfactorily.  Further,  when  the  use  of 
boats  is  great,  the  officer  of  the  deck  will  not  have  to  stop  to  fuel  them. 
The  engine  room  should  be  notified  in  advance  as  to  the  amount  of  coal 
needed,  the  hoist  to  be  used  and  the  time  to  begin  sending  up. 

Gasoline  for  the  motor  boats  is  usually  on  deck  and  is  easily  hoisted 
out  on  the  cranes.  Motor  boats  should  always  lie  off  several  hundred 
yards  from  the  ship  to  take  on  fuel.  These  boats  should  never  be  fueled 
at  night,  except  in  cases  of  extreme  necessity,  and  then  in  no  circum- 
stances should  open  lights  be  used  in  the  boats. 

Fire  in  Motor  Boats. 

Fires  in  -motor  boats  may  be  best  extinguished  by  flooding  to  the 
gunwales,  extensive  use  of  sand,  use  of  steam  from  the  launches  or  by 
foam  type  extinguisher. 

Blowing  Tubes. 

Steamers  should  lie  off  to  blow  tubes. 

Running  Motors  Alongside. 

Motors  should  not  be  allowed  to  run  unnecessarily  in  boats  alongside. 
The  noise  is  disagreeable  and  the  smell  is  bad. 

Awnings. 

Awnings  should  be  spread  in  all  pulling  boats  in  the  tropics  from 
8  a.  m.  until  4  p.  m.  If  spread,  boat  awnings  should  be  furled  at  first 
call  to  evening  colors. 

Boat  Equipment. 

Boats  must  always  be  equipped  with  compasses  and  lifebuoys. 

Eeference :   Arts.  28,  29,  30  and  35  of  the  Deck  and  Boat  Book, 
1916. 

Controlling  Boats  from  the  Ship. 

On  large  ships,  except  when  hoisting,  lowering  or  having  a  line  made 
fast,  it  is  impracticable  for  the  officer  of  the  deck  to  control  boats'  move- 
ments and,  except  in  cases  of  emergency,  it  is  best  to  leave  the  coxswains 
to  their  own  resources. 

Reference :  Chaptei  V,  Deck  and  Boat  Book. 


78  WATCH  OFFICER'S  MANUAL 

Precautions  Against  Freezing. 

All  precautions  should  be  taken  in  cold  weather  to  prevent  freezing 
of  water  and  oil  in  boats.  This  not  only  applies  to  boats  in  the  water,  but 
to  those  in  the  "  skids  "  as  well. 

During  freezing  weather  fires  should  be  kept  up  in  steamers  and  all 
parts  of  propelling  plant  should  be  kept  warm.  This  can  be  done  by 
turning  over  engine  frequently. 

The  engines  of  motor  boats  should  be  turned  over  regularly  every 
hour  in  freezing  weather  and  more  frequently  in  accordance  with  the 
severity  of  the  weather. 

GETTING  UNDERWAY. 
Whom  Notify. 

On  receiving  orders  to  get  underway,  notify  the  navigator,  first  lieu- 
tenant, chief  boatswain,  carpenter,  gunner,  chief  quartermaster  ajid 
chief  boatswains'  mates. 
Hoist  Boats,  etc. 

Hoist  all  boats  and  secure  them  for  sea.  If  it  is  necessary  to  keep  a 
boat  down  until  immediately  before  getting  underway,  get  everything 
in  readiness  to  pick  it  up  without  delay.  Eig  in  booms  (do  not  forget 
the  quarter  booms).  Eig  in  gangways  and  secure  them  for  sea.  On 
short  trips  gangways  may  be  triced  up,  but  the  executive  officer  will  give 
orders  in  this  regard. 

Steering  and  Anchor  Engines. 

Inform  the  engine  room  to  put  steam  on  the  steering  and  anchor 
engines.  Have  the  chief  quartermaster  test  steering  gear  and  carpenter 
take  draft  of  ship ;  get  the  anchor  engine  ready  for  use. 

Test  Telegraphs,  etc. 

Have  the  chief  quartermaster  test  and  report  on  condition  of  engine 
room  telegraph  and  annunciator,  whistle  and  siren,  and  also  have  him 
get  the  sounding  machine,  patent  log,  lead  lines,  speed  cones  and  sta- 
dimeter  ready  for  use. 

Ground  Tackle. 

Have  the  chief  boatswain's  mate  make  preparations  to  take  in  the 
anchor  and  buoy.  (The  executive  officer  may  give  additional  orders  in 
regard  to  scope  of  chain,  etc.,  and  these  orders  must  be  followed  care- 
fully.) 

Sea  Details. 

About  30  minutes  before  time  to  get  underway,  send  all  sea  details  to 
their  stations.  These  details  are :  Wheel,  Leads,  Speed  Cones,  Engine 


WATCH  OFFICER;  IN  POKT  79 

Eoom  Telegraphs,  Breakdown  Flag,  Position  Pennant,  Colors  and  Jack, 
Steering  Engine  Room,  Lookout  and  Lifebuoys.     (Check  these  details 
before  reporting  ready.) 
Test  Engines. 

When  the  engine  room  gets  ready,  see  that  there  are  no  boats  astern 
and  request  permission  from  the  commanding  officer  to  turn  over  main 
engines.  When  the  request  is  granted,  the  officer  of  the  deck  should  take 
station  on  the  bridge  and  see  that  the  bridge  indicators  follow  the  engine 
room.  If,  however,  conditions  or  circumstances  warrant,  the  bridge 
indicator  should  be  put  on  stop  and  the  engine  room  informed  as  to 
completion  of  test  of  engines. 
Fog  or  Misty  Weather  Likely. 

When  there  is  a  possibility  of  fog  or  misty  weather,  the  position  buoy 
should  be  placed  on  the  quarterdeck  ready  for  use. 
Patent  Buoys. 

Have  the  gunner  prepare  and  test  patent  lifebuoys. 
At  Night. 

When  getting  underway  at  night,  see  that  all  running  lights,  speed 
lights  and  search-light  are  ready  for  use  and  that  the  running,  speed  and 
anchor  lights  are  manned. 
Ports,  Shutters,  etc. 

See  that  air  ports  on  side  of  ship  are  closed;  the  carpenter  reports 
air  ports  on  lower  deck.    Refer  shipping  gun  shutters  to  the  executive. 
See  that  all  loose  gear  about  the  ship  is  properly  secured.    Train  all  guns 
and  turrets  to  their  locking  positions. 
Report  to  Executive  and  Commanding  Officer  when  Ready. 

When  all  departments  have  reported  ready  for  getting  underway  and 
the  ship  is  in  all  respects  ready  for  sea,  report  the  fact  to  the  executive 
officer.    After  reporting  to  the  executive  officer,  make  the  same  report  to 
the  commanding  officer. 
Preparations  for  Honors. 

If  the  occasion  will  demand,  have  the  guard  and  band  prepare  to 
render  honors.     According  to  present  practice  and  Navy  Regulations, 
getting  underway  is  not  to  be  considered  an  all  hands  evolution. 
"  Chain  Tierers." 

Have  "  chain  tierers  "  go  below  in  sufficient  time  to  be  ready  to  stow 
chain  as  it  comes  in. 
Deck  Relieved  by  Executive. 

The  executive  officer  will  relieve  the  deck  at  "  all  hands  up  anchor  " 
and,  except  during  drills,  the  officer  of  the  deck  will  usually  be  required 
6 


80  WATCH  OFFICEK'S  MANUAL 

to  remain  on  the  bridge  to  carry  out  the  routine  or  whatever  duty  the 
executive  officer  may  designate. 
The  Affirmative. 

When  heaving  in,  in  obedience  to  signal  to  get  underway  on  all 
ships  except  flagships  the  "  affirmative  "  should  be  broken  at  half  dis- 
tance when  "hove  short,"  and  hoisted  all  the  way  up  when  anchor 
is  "  aweigh."  The  "  affirmative  "  should  be  hauled  down  when  ready  to 
take  and  hold  position  in  formation.  When  ordered  to  heave  short  in 
preparation  for  getting  underway,  the  affirmative  is  not  hoisted  at  the 
dip  until  the  signal  to  get  underway  is  executed. 

COALING  SHIP. 

Coaling  ship  is  primarily  in  the  province  of  the  executive  officer,  but 
will  be  touched  on  generally  here  as  a  matter  of  information  to  the 
officer  of  the  deck. 

On  large  ships  the  first  lieutenant  acting  under  the  executive  officer 
is  in  general  charge  of  preparations  and  the  coaling.  On  small  ships 
where  there  is  no  first  lieutenant,  the  duties  in  regard  to  coaling  pass 
through  the  officer  of  the  deck. 

The  preparations  should  be  as  follows : 

Inform  the  carpenter  as  to  the  time  expected  to  begin  coaling  and 
have  him  rig  all  temporary  chutes.  Also  have  him  take  draft  of  ship. 

Notify  the  chief  boatswain  to  prepare  to  receive  collier  or  barges  as 
the  case  may  be  and  see  that  the  following  items  are  attended  to :  Rig  in 
booms  (except  quarter)  and  gangways;  prepare  large  fenders,  lines  and 
grapnels;  hoist  out  and  anchor  away  from  ship  all  boats  except  those 
necessary  for  carrying  on  business  of  the  ship,  and  take  in  scupper  lips. 

See  that  guns  are  properly  trained  in  such  directions  so  as  to  be  in  no 
danger  of  fouling.  Put  on  gun  covers  and  "  pants."  Put  in  or  close 
gun  shutters. 

Rig  coaling  booms  and  whips ;  rig  single  whip  on  crane ;  prepare 
blocks  and  tackle  as  will  be  needed,  and  provide  a  number  of  extra 
whips. 

Provide  shovels,  bags  and  wheelbarrows  for  each  division. 

Close  all  air  porfs  and  cover  all  hatches. 

Have  power  on  all  cranes  and  winches. 

As  soon  as  collier  is  alongside,  spread  cargo  nets  between  thj  two 
ships. 

With  collier  alongside  and  a  stormy  wind  blowing,  pay  special  atten- 
tion to  dragging  and  be  ready  to  drop  another  anchor  or  cast  off  collier. 

When  coaling  will  continue  into  the  night,  have  cargo  lights  rigged 
and  search-lights  ready  for  use. 


THE  LOG. 

LOG  BOOK. 

1807  (1)  "In  addition  to  the  entries  in  the  log  book  required  by  the 
established  forms,  and  by  special  instructions,  the  officer 
of  the  deck  shall  see  that  every  circumstance  of  impor- 
tance or  interest  occurring  during  his  watch  is  noted  in 

the  deck  log  book " 

The  officer  of  the  deck  is  responsible  for  all  entries  in  the  log  during 

his  watch  and  should  exercise  particular  care  that  the  meteorological 

observations  are  carefully  taken  and  entered  in  the  log. 

Information  in  regard  to  the  following  particulars  should  be  entered 

in  the  log : 

(1)  Movements  of  own   ship,   United   States  and  foreign   public 
vessels.    Time  of  getting  underway  or  anchoring  of  above. 

On  anchoring  of  own  ship :  anchor  let  go,  depth  of  water,  amount  of 
chain  out  and  draft  of  ship ;  names  of  United  States  and  foreign  vessels 
in  port. 

On  getting  underway  of  own  ship,  the  draft  and  orders  for  so  doing. 
The  latter  must  be  obtained  from  the  commanding  officer. 

(2)  All  official  visits  of  own  and  foreign  commanding  officers,  etc. 

(3)  All  gun  salutes  and,  if  known,  to  whom  rendered. 

(4)  All  courts  and  boards  held  on  board  with  times  of  meeting  and 
adjournment,  and  authority  for  same.    General  courts  martial  on  other 
United  States  ships  are  also  noted. 

(5)  Time  of  arrival  and  departure  of  colliers,  barges,  lighters,  tugs, 
etc.,  alongside.    The  duty  requiring  one  of  the  preceding  vessels  along- 
side should  be  stated.    If  supplies,  fuel  or  water  are  put  alongside  for 
ship's  use,  a  list  or  amount  of  the  contents  to  be  put  on  board  should  be 
entered  in  the  log.    If  colliers  are  put  alongside,  their  draft  should  be 
entered. 

(6)  On  fueling  ship,  the  total  amount  of  fuel  taken  on  board  for  each 
hour,  for  each  watch  and  on  completion  the  final  total. 

(7)  Diving  alongside  or  away  from  the  ship ;  give  the  name  and  time 
of  each  diver. 

(8)  Changing  berth  or  entering  or  leaving  dry  dock,  with  times. 

(9)  Work  done  on  hull  or  sea  valves. 


82  WATCH  OFFICER'S  MANUAL 

(10)  Quarterly  overhaul  of  ground  tackle  with  deficiencies,  if  any, 
of  same.    Loss  of  any  part  or  rearrangement  of  ground  tackle. 

(11)  All  inspections:  commanding  officer's  weekly,  admiral's,  ship's 
hull  board,  board  of  inspection  and  survey,  inspections  of  magazines, 
gun-powder,  gun-cotton,  flood  cocks  and  shells.    Temperatures  of  maga- 
zines as  reported  by  gunner  are  entered  in  blank  provided  for  that 
purpose. 

(12)  Emergency  drills  with  times  of  each  from  sound  of  alarm  until 
retreat.    At  collision  drill  enter  time  of  getting  collision  mat  over  the 
side  and  time  for  closing  in  doors,  etc. 

(13)  Activities  of  athletic  teams  in  scheduled  games. 

(14)  Any  noticeable  accidents  to  other  ships  or  their  boats. 

(15)  Landing  of  armed  force  ashore  for  other  purposes  than  drill; 
enter  time  of  leaving  and  return  of  same.    If  for  drill  purpose  enter  in 
column  provided  for  drills. 

(16)  Names  and  ranks  or  ratings  of  all  persons  who  may  join  or  be 
detached  and  where  transferred  from. 

(17)  All  enlistments,  transfers,  discharges,  deaths  and  desertions. 

(18)  All  persons  made  prisoners  by  the  enemy. 

(19)  All  persons  absent  without  leave. 

(20)  Officers  going  on  leave — time  of  going  and  return. 

(21)  Passengers;  names  and  authority  with  time  of  boarding  and 
departing. 

(22)  Nature  and  extent  of  all  punishments  inflicted  with  name  of 
offender,  offence,  and  date  of  offence. 

(23)  All  injuries,  accidents  or  casualties  among  the  officers,  crew  or 
passengers  on  board  with  full  details. 

(24)  Any  accident  to  the  ship  or  equipment  thereof,  including  all 
cases  of  grounding,  and  the  loss  or  injury  of  boats,  spars,  sails,  rigging 
and  stores  with  all  attendant  circumstances  and  the  extent  of  the  injury. 

(25)  The  dates  of  commencement  and  completion  of  each  inventory 
of  equipage  and  supplies. 

(26)  Fresh  provisions,  amount  received,  name  of  contractor,  result 
of  inspection  for  quality  and  quantity,  and  name  of  officer  inspecting 
for  quantity.     Provisions  condemned,  amount  and  disposition.     All 
alterations  made  in  daily  allowance  of  provisions  or  fresh  water  per 
man,  with  the  authority  and  reasons  thereof. 

Additional  Information  to  be  Entered  when  Underway. 

(1)  Courses  (compass  and  magnetic)  steered  and  distance  sailed. 

(2)  Time  when  any  particular  evolution  is  performed. 


THE  Loo  83 

(3)  Sighting  of  land,  lightships  and  all  dangers  to  navigation. 

(4)  Formation  steaming  in;  order  of  ship  in  formation,  and  the 
guide  and  changes  therein.    The  standard  distance  or  interval. 

(5)  All  changes  of  courses  and  speed  with  times  of  changes  and  read- 
ings of  patent  log. 

(6)  Beam  bearings  of  prominent  objects  ashore  and  such  others  as 
the  navigator  may  desire.    Enter  time  abeam  and  reading  of  patent  log. 

(7)  Names  of  men-of-war  fallen  in  with. 

(8)  All  other  important  events,  such  as  target  practices,  runs,  etc.. 
steaming  trials  and  assisting  vessels  in  distress. 

(9)  Soundings  with  character  of  bottom,  if  reached. 

(10)  Tiderips,  icebergs  or  any  atmospheric  phenomena. 

In  writing  up  the  remarks  of  the  log,  special  attention  should  be  paid 
to  brevity  and  clearness,  but  where  details  are  essential  they  should  not 
be  omitted.  Do  not  repeat  in  the  remarks  that  which  is  already  in  the 
blank  form  provided.  A  letter  in  the  Beaufort  scale  underlined  shows 
increased  intensity,  as  _f  "  very  foggy." 

The  deck  log  should  always  be  written  and  signed  before  leaving  the 
deck.  The  deck  log  should  never  be  taken  from  the  deck  except  to  be 
copied  ("turn  to"  in  the  morning  watch  is  a  good  time  for  this)  or 
when  requested  by  the  navigator  or  called  for  by  executive  or  command- 
ing officer. 

The  navigator  is  responsible  to  the  commanding  officer  for  the  entries 
in  the  log,  but  the  officer  of  the  deck  is  responsible  for  the  entries 
during  his  watch  and,  unless  directed  by  orders  of  the  commanding 
officer,  he  is  not  compelled  to  make  changes  in  any  entries  he  may  have 
made. 

DATA  ON  WRITING  THE  LOG.* 
Notes  for  Officer  of  the  Deck  on  Writing  the  Deck  Log. 

Upon  completing  his  watch  at  sea  or  in  port  it  is  the  duty  of  the 
officer  of  the  deck  to  write  up  the  remarks  in  the  deck  log,  verify  the 
columns,  and  sign  his  name.  Writing  the  remarks  must  not  be  deferred, 
but  must  be  done  while  the  events  of  the  watch  are  fresh  in  the  memory 

*  Notes  compiled   by   Seamanship   Department,   U.   S.   Naval  Academy,   Com- 
mander G.  W.  Laws,  U.  S.  N.,  Head  of  Department. 


84  WATCH  OFFICER'S  MANUAL 

of  the  officer  having  the  duty.  It  is  better  to  enter  the  events  as  they 
occur  so  that  nothing  remains  to  be  done  at  the  end  of  the  watch  but  to 
verify  the  columns  and  sign  the  remarks.  It  is  required  that  the  ship's 
log  shall  be  a  careful,  detailed,  and  accurate  record  of  current  events. 
It  is  frequently  used  as  evidence  before  courts  and  boards  and  it  is  con- 
sulted in  many  cases  which  come  up  years  later,  such  as  requests  for 
pensions.  The  smooth  log  is  the  ship's  official  log  book  and  is  a  correct 
and  certified  copy  of  the  deck  log.  Officers  should  therefore  take  pains 
to  collect  all  the  data  required  and  to  enter  them  into  the  deck  log,  using 
the  proper  phraseology. 

The  log  must  be  written  up  before  going  below  at  sea  or  in  port. 

The  navigating  officer  has  charge  of  the  preparation  of  the  log 
and,  except  on  flagships,  of  the  signal  record  book.  By  the  regulations 
he  is  required  to  carefully  examine  the  deck  log  book  to  see  that  it  is 
prepared  in  accordance  with  instructions  and  to  call  the  attention  of 
watch  officers  to  any  inaccuracies  or  omissions  in  their  entries.  The 
deck  log  should  be  copied  into  the  smooth  log  book  before  morning 
quarters  each  day. 

The  regulations  require  that  the  smooth  log  book  shall  be  signed 
by  the  watch  officers  and  the  navigator  and  submitted  to  the  command- 
ing officer  for  his  approval,  daily  before  1  p.  m.  The  navigator,  gen- 
erally through  his  yeoman,  notifies  the  officers  that  the  log  is  ready  for 
signature  and  the  place  where  it  may  be  found.  All  officers  having 
watches  should  sign  the  smooth  log  before  noon. 

The  columns  on  the  left-hand  page  of  the  log  are  generally  filled 
in  by  the  quartermaster  of  the  watch,  but  the  officer  of  the  deck  is 
responsible  for  their  accuracy.  The  officer  of  the  deck  should  make  a 
practice  of  checking  up  the  quartermaster's  entries,  especially  with 
regard  to  the  wind  and  the  weather.  At  sea  the  entries  that  are  neces- 
sary for  the  dead  reckoning  should  be  filled  in  by  the  officer  of  the  deck, 
as  the  quartermaster  frequently  makes  mistakes  in  entering  courses 
steered  and  distances  run. 

In  writing  the  log  only  well-known  and  generally  accepted  abbrevia- 
tions should  be  used.  The  log  is  the  official  record  of  the  ship,  and 
should  be  written  in  such  terms  as  admit  of  no  misunderstanding. 

Various  circumstances  that  must  be  logged  with  examples  of  the 
phraseology  used  are  set  down  below: 

(1)  Absence  Without  Leave. — "  At  9.30,  after  a  careful  search, 
Jones,  J.  R.  (oiler),  was  declared  to  be  absent  from  the  ship  without 
leave." 


THE  Loo 


85 


(2)  Accidents  to  ship,  including  cases  of  grounding,  or  loss  or  injury 
to  boats,  spars,  sails,  rigging  or  stores  with  extent  of  injury. 

"  At  1.15  the  first  motor  sailing  launch,  Bu.  C.  &  R.  No.  202,  while 
riding  at  the  port  quarter  boom  got  under  the  head  scupper  and 
swamped.  The  following  gear  was  lost:  1  set  diving  gear,  complete; 
1  boat  box,  2  oars.  Jones,  B.  E.  (o.  s.),  was  boat  keeper  and  in  the  boat 
at  the  time  of  the  accident." 

NOTE. — All  accidents  which  reduce  the  efficiency  of  the  motive  power 
of  the  ship  or  the  strength  of  the  battery  should  be  carefully  logged — 
anything  which  reduces  the  efficiency  of  the  ship  as  a  fighting  unit. 

(3)  Anchorages,  Bearings  of. — When  coming  to  anchor  log  the  bear- 
ings of  the  anchorage  as  obtained  from  the  navigator,  the  depth  of 
water,  the  kind  of  bottom,  anchor  used  and  amount  of  chain  out : 

"At  9.30  anchored  in  10  fathoms  of  water,  starboard  anchor,  45 
fathoms  chain.  Bearings  as  follows:  Eose  Island  Light  45°,  Lime 
Rock  Light  135°,  ship's  head  10°  (all  p.  s.  c.,  or  p.  g.  c.  if  gyro-compass 
is  used).  Mud  bottom." 

(4)  Boilers  in  Use. — In  the  first  watch  underway  and  always  in  mid 
watch  at  sea  and  in  port  log  the  boilers  in  use.    "  Steaming  under  boilers 
1  to  12,  standard  speed,  15  knots."    "  Boilers  5  and  6  in  use  for  auxiliary 
purposes." 

(5)  Courses  steered  and  distances  sailed.    Entered  in  the  columns 
thus: 


Hour. 

Knots. 

Tenths. 

Reading  of 
patent  log. 

Courses  steered  by 
standard  compass. 

12.30 

5 

1 

16.6 

0° 

1.00 

5 

2 

21.8 

25° 

1.30 

6 

1 

27.9 

30° 

2.00 

7 

5 

35.4 

90° 

This  means  that  from  noon  to  12.30  steered  course  0°  for  5.1  miles. 
Changed  course  at  12.30  to  25°  p.  s.  c.  and  steamed  5.2  miles  until  1.00 
when  changed  course  to  30°  p.  s.  c.,  etc.  Do  not  place  the  new  course 
on  the  same  line  with  the  time  when  the  course  is  changed.  Quarter- 
masters are  very  apt  to  make  mistakes  of  this  kind  if  allowed  to  enter 
the  dead  reckoning.  In  the  remarks,  changes  of  course  are  logged  thus : 
"  At  12.30  changed  course  to  25°  p.  s.  c.  pat.  log  reading  16.6." 


86  WATCH  OFFICEK'S  MANUAL 

If  a  great  number  of  courses  are  steered  during  the  watch  as  when 
,    standing  up  a  channel  to  an  anchorage,  the  courses  are  logged  as 
"  various."     "  Standing  up  James  Eiver  on  various  courses ;  Captain 
conning." 

(6)  Courts,  Summary. — When  general,  summary  or  deck  courts  meet 
on  board  log  the  time  court  met,  time  adjourned,  name  of  the  president 
or  senior  member,  and  list  of  persons  tried. 

"  A  general  court  martial  of  which  Captain  A.  L.  B.  Cowles,  U.  S.  N., 
is  president  met  at  10.00  for  the  trial  of  Lieutenant  C.  J.  Doyle,  U.  S.  N. 

"  A  summary  court  martial  of  which  Lieut.  Commander  A.  B.  Young, 
U.  S.  N.,  is  senior  member  met  at  10.00,  tried  the  following  cases: 
Blake,  J.  F.  (m.  att.,  lc.),  Abele,  J.  T.  (pvt.),  and  adjourned  at  11.00." 

(7)  Coaling  Ship. — When  coaling  ship  the  following  data  should  be 
logged :  The  time  of  commencing  coaling,  the  hourly  totals,  total  taken 
aboard  during  the  watch,  time  of  knocking  off,  the  draft  of  the  ship 
before  and  after  coaling,  draft  of  the  collier  before  and  after  coaling, 
and  if  coaling  from  barges,  the  numbers  of  the  barges. 

"  At  5.00  commenced  coaling,  draft  forward  26'  2",  aft  27'  2",  draft 
of  collier  forward  22',  aft  23' 6".  Hourly  totals  as  follows :  6.00—150 
tons,  7.00 — 200  tons,  8.00 — 50  tons.  Total  taken  aboard  during  watch 
400  tons.  Knocked  off  for  breakfast  at  7.20." 

(8)  Desertions. — "The  following  men  were  this  day  declared  de- 
serters from  this  ship  and  the  U.  S.  Naval  Service,  having  been  absent 
without  leave  since  January  5,  1917:  Smith,  W.  T.  (c.  p.),  and  Jones, 
C.  L.  (o.  s.)/' 

(9)  Discharges. — "In  accordance  with  sentence  of  s.  c.  m.,  pub- 
lished January  10,  1917,  Abbott,  J.  J.  (m.  att.,  3c.),  was  this  day  dis- 
charged from  the  U.  S.  Naval  Service  with  a  bad-conduct  discharge." 
"  James,  J.  J.,  C.  G.  M.,  was  honorably  discharged  from  the  U.  S.  Naval 
Service  by  reason  of  expiration  of  enlistment." 

(10)  Draft  Marks. — Before  leaving  and  after  entering  port,  log  the 
draft  of  the  ship  obtained  from  carpenter. 

"  Draft  of  ship  forward  25'  8",  aft  26'  5"." 

(11)  Drills. — The  routine  drills  held  during  the  forenoon  and  after- 
noon watches  are  logged  in  the  columns.    Any  necessary  explanations 
or  any  times  recorded  are  placed  under  the  remarks.     Art.  I  2605 
requires  that  the  time  required  at  collision  drill  to  close  the  water-tight 
doors  and  hatches  and  to  get  the  collision  mat  ready  shall  be  entered  in 
the  log.    This  is  usually  recorded  as  follows : 

"  Sounded  collision  quarters  at  9.30.  Divisions  reported  ready  as 
follows:  1st,  3  min.;  2d,  3-30;  3d,  3.00,  etc.,  collision  mat,  3  min." 


THE  LOG  87 

The  executive  officer's  yeoman  usually  takes  the  times  various  divisions 
are  reported  and  gives  the  slip  to  the  officer  of  the  deck. 

(12)  Enlistments. — Log  all  men  that  are  enlisted  or   re-enlisted 
aboard  during  the  watch. 

"Stone,  C.  D.  (sea.),  this  day  enlisted  (re-enlisted),  in  the  U.  S. 
Naval  Service  for  4  years'  general  service." 

(13)  Evolutions  or  Exercises. — 

"  At  8.15  executed  ships  right  90°  course  180°  p.  s.  c." 
"  At  8.45  formed  column  of  divisions  course  180°  p.  s.  c." 
"  At  9.00  opened  fire  on  enemy  cruisers." 

(14)  Getting  Underway. — State  purpose  and  authority.     (This  in- 
formation is  received  from  captain.) 

"  At  3.15  got  underway  to  hold  torpedo  practice  in  obedience  to 
Commander-in-Chief  s  letter,  3501-12  of  January  2, 1916." 

(15)  Injury  of  Personnel. — Log  full  particulars  of  every  injury  or 
accident  however  slight  among  officers,  crew  or  passengers. 

"At  7.45  while  engaged  in  coaling  ship,  Ames,  A.  B.  (sea.),  suffered 
a  compound  fracture  of  the  right  leg ;  he  was  struck  by  a  full  coal  bag 
which  fell  into  the  lighter,  due  to  strap  carrying  away."  A  memo- 
randum concerning  the  injury  should  be  obtained  from  the  medical 
officer. 

When  an  enlisted  man  becomes  disabled  due  to  injuries  received  in 
line  of  duty  he  applies  for  a  pension.  The  log  is  consulted  by  the 
Pension  Board,  and  if  the  particulars  of  the  injury  are  found  there  as 
claimed,  the  man  gets  the  pension. 

In  case  of  injury  to  navy  yard  workman  while  on  board,  he  should  be 
sent  to  sick  bay  and  given  medical  attention  by  the  ship's  surgeon.  The 
medical  officer  of  the  navy  yard  and  also  the  injury  officer  should  be 
immediately  notified  and  all  the  circumstances  of  the  accident  with  the 
names  of  witnesses  and  the  extent  of  the  injury  received  should  be 
entered  in  the  log. 

(16)  Inspections. — The  captain  usually  makes  his  weekly  inspection 
of  the  lower  decks  and  storerooms  on  Friday  afternoon,  and  the  inspec- 
tion of  the  upper  decks  and  crew  on  Saturday  forenoon.     These  are 
logged  as  follows : 

"  At  2.30  the  Captain  in  company  with  the  medical  officer  and  heads 
of  departments  concerned  inspected  the  lower  decks,  storerooms  and 
holds." 

"  At  9.30  mustered  at  quarters,  absentees  -  — .  The  Captain 

inspected  the  ship  and  crew." 


88  WATCH  OFFICER'S  MANUAL 

(17)  Inventory  of  Equipage. — Log  dates  of  commencement  and 
completion  of  each  inventory  of  equipage  and  supplies.    "  The  supply 
officer  commenced  yearly  inventory  of  equipage  and  supplies  this  date." 
"  Completed  yearly  inventory  of  equipage  and  supplies  this  date." 

(18)  Leave. — Log  the  time  of  going  and  time  of  returning  of  all 
persons  attached  to  the  ship.    "  Lieutenant  A.  B.  Castle  left  the  ship  on 
4  days'  leave."    "  Kennedy,  J.  F.  (f .  Ic.) ,  returned  from  10  days'  leave." 
In  case  a  man  returns  overtime  from  leave,  the  time  he  came  aboard 
should  be  noted. 

(19)  Lighting  Fires. — Log  every  occasion  when  fires  are  lighted 
under  a  boiler  or  allowed  to  die  out. 

"  At  5.07  lighted  fires  under  boiler  No.  6  and  at  7.30  let  fires  die  out 
under  boiler  No.  5." 

(20)  Magazines,  Inspections  of. — Daily  log  the  fact  that  the  maga- 
zines have  been  inspected,  the  condition  thereof  and  of  the  smokeless 
powder  samples.    The  slip  is  turned  in  by  the  gunner  and  the  fact  is 
reported  to  the  captain. 

"  Inspected  magazines  and  powder  samples,  condition  normal." 
Record  the  maximum  and  minimum  temperatures  in  the  place  pro- 
vided in  the  columns.  Once  each  week,  generally  Thursday,  the  weekly 
inspection  of  shellrooms,  flood  cocks  and  sprinklers  is  made.  Log  as 
follows :  "  Inspected  shellrooms,  tested  magazine  flood  cocks  and  sprink- 
ling system  and  found  them  in  good  condition." 

(21)  Moon  Rises  or  Sets. — Record  time  of  rising  or  setting  of  moon 
if  observed.    This  data  may  be  of  use  in  time  of  war  as  it  influences  the 
visibility  of  objects  at  night. 

(22)  Movements  of  Ships. — Log  the  naval  vessels  that  stand  in,  get 
underway,  or  stand  out  during  the  watch ;  if  in  foreign  port  log  arrival 
and  departure  of  mail  steamers :   "  Delaware  stood  in  and  anchored  in 
berth  assigned  at  1.45."    "  At  4.40  Wyoming  got  underway  and  stood 
out."    "  The  Connecticut  stood  in  and  at  1.00  anchored  500  yards  from 
this  ship,  bearing  150°  p.  s.  c."    "  At  3.15  S.  S.  Segnrancia  stood  in 
with  mail." 

(23)  Navy  Yard  Work. — It  is  the  custom  in  navy  yards  to  log  the 
number  and  rates  of  the  yard  workmen  aboard  and  the  job  orders  on 
which  they  are  working.    "  Navy  yard  workmen  on  board  from  8  a.  m. 
as  follows:   J.  0.  No.  5516 J,  six  machinists,  four  helpers;  J.  0.  No. 
5518J,  three  ship  fitters  and  one  helper."    The  data  required  for  this 
entry  are  obtained  from  the  yard  leading  men. 

(24)  Overtime  from  Liberty. — When  men  return  to  the  ship  over 
leave  the  fact  should  be  logged. 


THE  Loo  89 

"  At  9.00  the  following-named  men  returned  two  hours  overtime  from 
liberty:  Jones,  J.  J.  (o.  s.),  Smith,  S.  L.  (c.  p.)-" 

(25)  Passengers. — Log  the  names  of  all  passengers  with  the  times  of 
coming  aboard,  departing,  and  the  authority  therefor.    "  By  permission 
of  the  Secretary  of  the  Navy,  letter  No.  2707-6  of  December  1,  1916, 
Mr.  A.  B.  Post,  of  the  New  York  Herald,  came  aboard  at  2.20  as  a 
passenger  for  Guantanamo,  Cuba."    "  Mr.  A.  B.  Post,  a  passenger,  left 
the  ship  at  1.15."     (The  times  when  first  coming  aboard  and  leaving 
finally  only  to  be  logged.) 

(26)  Passing  lighthouses  and  other  aids,  to  navigation.    When  coast- 
ing, steaming  in  a  river  or  bay,  or  in  entering  and  leaving  port,  log  the 
time  of  passing  principal  lights  or  aids  to  navigation,  their  distance 
abeam  and  the  side  on  which  passed  unless  this  last  is  obvious.    "  Stand- 
ing up  Chesapeake  Bay  on  course  3°  p.  s.  c.,  speed  12  knots.    At  6.04 
passed  Wolf  trap  Light,  distance  abeam  2£  miles."     "  At  1.05  passed 
Cape  Charles  Light  ship  abeam,  port  side,  distance  1  mile." 

(27)  Punishments. — Art.  R  1433  requires  that  "entries  in  the  log 
regarding  punishments  shall  include  the  name,  rank,  or  rating  of  the 
offender,  the  date  and  nature  of  the  offence,  and  the  kind  and  degree  of 
punishment.     The  date  of  every  suspension,  arrest,  confinement  and 
restoration  to  duty  shall  also  be  entered  upon  the  log  book." 

The  most  frequent  occurrence  of  punishment  is  the  daily  award  by 
the  commanding  officer  at  the  mast. 

"  The  captain  held  mast  and  awarded  punishments  as  follows :  Smith, 
R.  C.  (w.  t.),  absent  over  leave  36  hours,  s.  c.  m."  "Clark,  H.  S. 
(sea.),  not  scrubbing  hammock,  5  hours'  extra  duty." 

"  Published  following  transcript  of  s.  c.  m.  in  case  of  Blake,  R.  A. 
(sea.).  Offence,  drunk  on  board  ship,  3/2/17,  not  having  been  on 
liberty.  Sentence,  to  lose  pay  amounting  to  thirty  dollars  ($30.00). 
Approved  by  commanding  officer  3/16/17.  Loss  of  pay  remitted  accord- 
ance Art.  I  4893,  1913,  approved  by  s.  o.  p.  3/20/17." 

"  By  order  of  the  Captain  (Commanding  Officer)  Ensign  R.  S.  Blake 
was  suspended  from  duty  for  10  days  for  neglect  of  duty  while  officer  of 
the  deck  3/20/16." 

NOTE. — When  the  officer  ordered  to  command  the  ship  holds  mast, 
orders  men  in  confinement,  or  makes  inspections  of  the  ship  or  personnel 
it  is  customary  to  use  the  term  "  Captain  "  in  logging  the  fact.  When, 
however,  these  duties  are  performed  by  some  other  officer,  due  to  the 
absence  or  disability  of  the  captain,  it  is  customary  to  use  the  term 
"  Commanding  Officer." 


90  WATCH  OFFICER'S  MANUAL 

When  sentences  of  summary  or  deck  courts  are  carried  into  effect, 
log:  "By  order  of  the  Captain  (Commanding  Officer),  Fait,  L.  A. 
(q.  m.  3c.),  was  placed  in  solitary  confinement  for  10  days  on  bread  and 
water,  with  full  rations  every  third  day,  pursuant  to  sentence  of  S.  C.  M. 
(deck  court)." 

(28)  Quarters,  Absentees. — Log  as  follows:   "At  9.15  mustered  at 
quarters.    Absentees,  Smith,  A.  B.  (sea.),  King,  N.  L.  (f.  2c.)." 

(29)  Reporting  for  Duty. — Log  the  names,  rank  or  rating  of  all 
persons  ordered  to  or  detached  from  the  ship. 

"  Received  from  receiving  ship  at  New  York  the  following-named 
men  with  bags,  hammocks  and  necessary  papers:  (insert  names  and 
rates  of  men).  In  case  any  bags,  hammocks  or  papers  are  missing  the 
fact  should  be  logged. 

"  Lieutenant  A.  B.  Smith,  IT.  S.  N.,  reported  on  board  for  duty  in 
obedience  to  Department's  Order  No.  2345-16,  of  January  12,  1916." 

"  Ensign  A.  L.  Hemp,  U.  S.  N.,  was  detached  from  duty  on  board 
this  ship  and  ordered  to  report  to  the  S.  0.  P.  afloat  for  duty  on  board 
the  Michigan,  Department's  Order  No.  3506-16,  of  January  12,  1916." 

(30)  Stores  Received. — The  only  stores  logged  are  commissary  stores, 
coal  and  ammunition. 

"  Received  in  the  supply  department  from  Jones  and  Smith  the  fol- 
lowing provisions:  200  Ibs.  fresh  meat,  500  Ibs.  fresh  vegetables. 
Weighed  and  inspected  by  Ensign  Brown." 

The  total  amount  of  coal  taken  on  board  is  logged  in  the  watch  at  the 
time  of  completing,  thus:  "  Total  amount  of  coal  taken  on  board  1560 
tons."  This  is  in  addition  to  the  hourly  totals. 

"  Received  from  Naval  Ammunition  Depot,  lona  Island,  N.  Y.,  tho 
following  ammunition:  100  12",  A.  P.  Blind  projectiles,  100  charges 
(200  tanks)  12"  s.  p.  Index  404." 

(31)  Sentry's  Charge. — When  a  man  is  placed  under  sentry's  charge 
for  safekeeping  or  for  any  other  purpose  the  fact  should  be  logged. 

"  By  order  of  the  Captain  (Commanding  Officer)  Smoot,  L.  G.  (sea.), 
was  placed  under  the  sentry's  charge  to  await  action." 

(32)  Salutes. — Log  all  salutes  fired  by  any  men-of-war  present. 

"  At  10.30  H.  M.  S.  Bristol  stood  in  and  fired  salute  of  17  guns,  U.  S. 
Ensign  at  the  fore,  which  was  returned  by  the  U.  S.  S.  Wyoming  gun 
for  gun." 

"  At  11.15  the  Delaware  fired  salute  of  13  guns,  which  was  returned 
by  the  Florida  with  7  guns." 

"  The  Commander  First  Division  returned  the  call  of  the  Captain  and 
upon  his  departure  a  salute  of  13  guns  was  fired." 


THE  Loo  91 

(33)  Sighting  Land  and  Aids  and  Dangers  to  Navigation. — Log, 
when  at  sea,  the  time  of  sighting  and  the  bearing  of  all  aids  to  naviga- 
tion, also  time  of  losing  sight  of  a  light  or  land  mark. 

"  At  1.05  sighted  Cape  Charles  Light,  bearing  270°  p.  s.  c.,  distant 
about  15  miles." 

"  If  the  ship's  head  cannot  be  readily  obtained  from  the  columns  of 
the  log  the  heading  p.  s.  c.  should  also  be  inserted." 

"  At  7.50  passed  derelict  schooner  J.  B.  Paler,  dismasted  and  awash. 
Lat.  38c°  40'  north,  Long.  75°  OOc'  west." 

"  At  8.10  lost  sight  of  Cape  Maysi  Light,  bearing  182°  p.  s.  c." 

(34)  Soundings. — All  important  soundings  taken  with  the  sounding 
machine  or  deep  sea  lead  should  be  logged  with  the  time  taken,  character 
of  bottom  and  reading  of  patent  log.    "  Took  soundings  every  hour  as 
follows :  1.00,  59  fathoms,  fine  gray  sand ;  2.00,  63  fathoms,  sand,  broken 
shell;  3.00,  65  fathoms,  mud;  4.00,  70  fathoms,  broken  shell."     The 
reading  of  the  patent  log  in  this  case  was  not  necessary  as  it  could  be 
obtained  on  the  hour  from  the  columns. 

(35)  Steam  and  Revolutions. — While  underway  at  the  end  of  each 
watch  log  the  average  steam  and  revolutions  for  the  watch.     This  is 
obtained  from  the  engineer  officer  of  the  watch. 

"  Average  steam  180,  average  revolutions  120." 

(36)  Tide. — When  at  anchor  in  a  tideway  log  to  which  tide  the  ship 
is  riding,  the  time  of  swinging  and  the  direction  the  stern  swings. 

"  Biding  to  flood.  At  3.15  commenced  swinging  to  ebb,  stern  to  star- 
board. Finished  swinging  at  3.45." 

(37)  Time. — Any  changes  in  the  setting  of  the  deck  clock  is  always 
noted  in  the  log.     The  navigator  determines  the  amount  of  change 
necessary  and  gives  a  slip  to  the  officer  of  the  deck ;  permission  to  make 
the  change  is  obtained  from  the  captain,  and  the  clocks  are  usually  set 
by  the  chief  quartermaster. 

"  At  11.20  set  clocks  back  15  minutes." 

(38)  Transfers. — "Transferred  to  the  receiving  ship  at  New  York 
the  following-named  men  with  bags,  hammocks  and  necessary  papers: 
(insert  names  and  rates  of  men)." 

(39)  Visits  of  Ceremony. — Only  official  visits  are  logged.    The  cap- 
tain or  officer  making  the  call  furnishes  the  officer  of  the  deck  with  the 
information. 

"  The  Commanding  Officer  of  the  Virginia  called  on  .the  Captain." 
"The  Captain  called  on  (or  returned  the  calls  of)  the  Commanding 
Officers  of  the  Virginia  and  Louisiana." 

"  The  First  Division  Commander  called  on  the  Commander-in-Chief." 


92  WATCH  OFFICER'S  MANUAL 

(40)  Weather,  Wind  and  Sea.— Art.  I  1877  (j)  says:  "The  state 
of  the  weather  and  the  sea  will  be  entered  in  the  columns  of  the  log,  but 
will  not  be  duplicated  in  the  watch  officer's  remarks  unless  circum- 
stances render  it  necessary  to  a  proper  interpretation  of  the  columns." 

Under  the  "  Directions  for  Keeping  the  Ship's  Log,"  *  paragraph  16, 
it  is  required  that  "  in  addition  to  the  records  made  by  the  proper  sym- 
bols in  the  respective  columns  ....  the  general  character  and  appear- 
ance of  the  weather,  the  kind  of  clouds,  and  the  directions  from  which 
they  move,  and  the  state  of  the  sea  during  each  watch,  will  be  recorded 
in  the  general  miscellaneous  remarks  in  popular  and  professional 
language." 

These  requirements  seem  contradictory  in  part  and  a  compromise  is 
necessary.  The  following  should  be  entered  in  the  remarks:  Any 
unusual  weather,  and  any  signs  of  a  change;  all  indications  of  the 
approach  of  bad  weather,  including  storm  signals  displayed  ashore, 
stating  directions,  etc. ;  any  condition  of  the  weather  or  sea  which  would 
interfere  with  the  speed  of  the  ship,  or  her  efficiency  as  a  fighting 
machine.  It  will  be  noted  that  in  the  columns  there  is  a  place  for  "  State 
of  Sea,"  but  none  for  the  direction,  and  this  latter  is  important  as  it 
does  not  always  coincide  with  the  wind  and  may  knock  down  the  speed, 
interfere  with  the  use  of  certain  guns,  interfere  with  the  rapidity  of  fire, 
and  by  causing  rolling  or  pitching  interfere  with  the  efficiency  of  the 
fire.  In  hazy  or  foggy  weather  the  estimated  visibility  should  be 
recorded.  These  items  would  be  very  important  in  time  of  war  and 
recording  them  should  be  made  a  matter  of  habit. 

*  "  Directions  for  Keeping  the  Ship's  Log  "  are  inserted  on  the  inside  covers 
of  all  deck  log  books. 


HONORS.* 

CONTENTS.  PAGE 

Honors  In  Port  and  at  Sea 93 

I.  Personal  Honors    (Table  I) 99 

II.  General  Honors  (Table  II) 100 

III.  Hails,  Whistle  Signals  and  Absentee  Lights  (Table  III) 101 

French   and   English   hails. 

IV.  Boat  Salutes  (Table  IV) 102 

HONORS  IN  PORT  AND  AT  SEA. 
Honors  Varied. 

Honors  are  so  varied  and  are  controlled  to  such  a  great  extent  by 
special  orders  that  only  general  memoranda,  with  tables,  will  be  in- 
cluded herein.  Honors  other  than  those  given  to  officers  of  military 
and  naval  services  are  usually  provided  for  by  the  executive  officer  and 
become  merely  a  matter  of  execution. 

Rendering  Personal  Honors. 

"  In  rendering  personal  honors  when  the  guard  presents  arms,  officers 
in  uniform  and  men  not  in  formation,  on  deck  and  in  view,  shall  salute 
with  the  right  hand,  so  remaining  until  the  end  of  ruffles  and  flourishes, 
or,  if  none,  until '  order  arms/  " 

Attention  on  Bugle. 

Before  rendering  honors  to  ships  and  commanding  officers  above  the 
rank  of  lieutenant  flying  pennants,  attention  on  bugle  shall  be  sounded. 

No  Honors  Are  Rendered. 

(1)  To  officers  in  plain  clothes. 

(2)  After  sunset  and  before  8  a.  m.  except  to  pipe  foreign  officers. 

(3)  During  meal  hours  for  officers  of  the  United  States  Navy  and 
United  States  Marine  Corps. 

(4)  When  coaling  ship  or  "  exercising  at  battle  stations  "  for  officers 
of  United  States  Navy  or  Marine  Corps. 

(5)  When  deck  force  consists  of  125  men  or  less,  no  side  boys  for 
na\al  and  marine  officers. 

(6)  On  Sunday,  no  guard  or  band  for  naval  and  marine  officers. 

(7)  In  navy  yard  alongside  dock  for  all  except  official  visits  of  com- 
manding or  foreign  officers  or  public  officials  entitled  to  honors. 

*  See  also  Chapter  XII,  U.  S.  Navy  Regulations. 


94  WATCH  OFFICER'S  MANUAL 

Meeting  Officers  at  Gangways. 

Flag  officers  meet  flag  officers  and  others  ranking  above  at  the  gang- 
way; flag  lieutenant  meets  others  making  calls  to  a  flagship.  (Eank 
determined  by  the  number  of  guns  the  officer  is  entitled  to.)* 

Commanding  officers  meet  commanding  officers  and  others  ranking 
with  and  above  them  at  the  gangway.* 

Officer  of  the  Deck  Notifies  Flag  Officer,  etc.,  of  Boats  with  Flags  or  Pennants 
Flying. 

The  officer  of  the  deck  of  a  flagship  should  always  notify  the  flag 
officer,  flag  lieutenant  and  commanding  officer  of  boats  approaching  the 
ship  or  underway  with  flags  and  pennants  flying.  If  not  a  flagship,  the 
commanding  officer  is  notified.  This  notice  should  always  be  given  in 
plenty  of  time  so  that  a  proper  reception  may  be  given  officers  making 
official  visits.  The  movements  of  flag  officers  of  our  own  service  are  indi- 
cated by  the  display  of  the  "  meal  pennant "  under  the  flag  officer's 
flag  five  minutes  before  his  departure  and  the  hauling  down  of  same 
as  soon  as  flag  officer  "  shoves  off  "  from  the  side  of  his  ship.  As  soon 
as  the  red  pennant  is  observed,  preparations  for  honors  should  be  made 
immediately  or  the  officer  of  the  deck  will  be  caught  without  the  guard 
and  band.  During  a  flag  officer's  absence,  the  alphabet  flag  "  E  "  is 
flown  on  the  main  yardarm. 

Side  Boys. 

All  commissioned  officers  of  our  own  and  foreign  services,  as  well  as 
others  who  "  rate  "  side  boys,  with  exceptions  as  noted  under  honors 
dispensed,  are  "  piped  "  over  the  side.  Ship's  officers,  except  command- 
ing officers  or  those  wearing  side  arms,  are  not  usually  "  piped." 

Shore  Boats  Not  Piped. 

Shore  boats  are  never  piped,  although  officials  entitled  to  honors  or 
officers  in  uniform  making  passage  therein,  are  piped  on  leaving  or 
arriving  on  deck. 

President's  Flag  Senior  Officer  Present. 

The  President's  flag  flying  designates  senior  officer  present.  No  other 
flags  or  pennants  will  be  flown  from  the  main  when  the  President's,  Sec- 
retary's or  Assistant  Secretary's  flag  is  flying  therefrom. 

Band  Required. 

The  band  is  required  for  everyone,  except  consul  general,  entitled  to 
a  salute  of  11  guns  or  more. 

*  In  Atlantic  fleet  when  flag  or  commanding  officers  do  not  fly  their  flags  or 
pennants  a  small  hand  flag  (blue  for  flag  and  red  for  commanding  officers)  is 
displayed. 


HONORS  95 

Before  Firing  Salute. 

Before  gun  salutes  are  fired,  care  should  be  taken  by  the  officer  of  the 
deck  to  see  that  the  clothes-lines  are  lowered,  canvas  and  bedding  piped 
down  and  all  other  signs  of  undress  removed. 

Gun  Salutes  Dispensed. 

Gun  salutes  and  all  honors  except  side  boys  are  dispensed  with  during 
war. 

Interval  in  Gun  Salutes. 

The  interval  between  gun  salutes  is  five  seconds.  Simultaneous  salutes 
begin  on  seeing  or  hearing  first  gun  of  senior  officer  present. 

Salute  of  21  Guns. 

A  salute  of  21  guns  for  those  entitled  to  it  (personal)  is  fired  by  all 
ships  present,  unless  otherwise  ordered.  A  salute  of  21  guns  to  a  foreign 
power  is  fired  by  the  senior  officer  present. 

Salutes  in  Presence  of  President. 

When  President's  or  foreign  ruler's  flag  is  flying,  no  gun  salutes  shall 
be  fired  for  a  personage  of  lesser  degree. 

Salutes  to  Flag  Officer  Taking  Command. 

When  a  flag  officer  taking  command  is  senior  to  all  others  present,  the 
flag  officer  only  next  senior  in  rank,  after  gun  salute  of  flagship  of  flag 
officer  taking  command,  fires  the  gun  salute. 

Salutes  to  Flag  Officer  Relinquishing  Command. 

When  a  flag  officer  relinquishes  command,  a  gun  salute  is  fired  by  his 
own  flagship  even  though  there  are  seniors  (except  in  presence  of  Presi- 
dent's or  foreign  ruler's  flag)  present. 

Official  Inspection. 

A  flag  officer  making  official  inspection  of  a  vessel  under  his  command 
or  visiting  officially  for  the  first  time  a  vessel  of  the  navy  (not  under  his 
command),  the  gun  salute  shall  be  fired  even  though  there  are  seniors 
(except  as  in  preceding  paragraph)  present.  The  same  holds  for  a  flag 
officer  who  is  president  of  the  board  of  inspection. 

Official  Visits,  Same  Command. 

On  official  visits,  except  as  noted  above,  flag  officers  of  the  same  com- 
mand are  not  given  the  gun  salutes,  but  all  other  honors  are  rendered. 

Different  Commands. 

A  flag  officer  of  a  different  command  making  a  personal  visit  is  given 
the  gun  salute  with  the  other  honors  he  is  entitled  to. 
7 


96  WATCH  OFFICER'S  MANUAL 

Boats  Passing  Flag  Flying. 

The  personal  salute  with  exception  of  guns  is  rendered  to  boat  passing 
with  flags  flying.  In  this  case  no  yards  or  rails  (unless  specially 
ordered)  are  manned  for  any  one. 

Attention  to  Rendering  Honors. 

Careful  attention  should  be  paid  to  rendering  of  honors,  as  careless- 
ness in  this  respect  not  only  reflects  on  the  general  efficiency  of  ships, 
but  also  on  one's  record. 

Boat  Keepers,  Salutes  of. 

"  Boat  keepers  and  all  other  persons  in  boats,  awnings  not  spread,  not 
underway  and  not  containing  an  officer,  rise  and  salute  when  an  officer 
is  being  piped  or  when  boat  with  officer  passes.  If  awnings  are  spread, 
the  hand  salute  is  given  without  rising.  Steam  launches  are  not  con- 
sidered as  having  awnings  spread." 

Dressing  Ship. 

The  following  procedure  is  taken  to  dress  ship:  All  derricks,  booms, 
etc.,  are  lowered  into  their  respective  places  and  properly  secured.  Flag 
and  jack  of  the  ship  should  be  hoisted  and  national  ensigns  at  each 
mast,  except  in  the  case  of  a  flagship.  If  the  mastheads  are  of  the  same 
height,  the  ensigns  should  be  of  the  same  size.  At  the  peak,  or  on  a  staff 
aft,  the  largest  ensign  with  which  a  ship  is  furnished  is  displayed.  When 
necessary  to  dress  ship,  it  will  be  done  at  8  a.  m.  and  the  ship  shall 
remain  dressed  until  sunset.  If  the  ship  is  dressed  as  a  compliment  to 
some  other  nation,  the  ensign  or  standard  of  that  nation  is  displayed  at 
the  main  during  the  salute  required  by  such  compliment;  and,  where 
there  is  no  salute  fired,  at  the  main  until  sunset. 

Personal  and  National  Flags. 

When  necessary  to  hoist  the  national  ensign  at  the  main,  such  as 
when  dressing  or  full  dressing  ship,  any  such  personal  flag  there  hoisted 
shall  be  hauled  down  and  hoisted  at  the  fore.  Further,  whenever  it  is 
necessary  to  hoist  a  national  ensign  at  the  main  during  a  salute,  any 
personal  flag  there  hoisted  shall  be  displayed  at  the  fore. 

Passing  Ships. 

1159  E.  "  No  honors  other  than  attention  on  the  bugle  shall  be  rendered 
between  vessels  while  they  are  engaged  in  maneuvers  or 
evolutions.  When  two  or  more  ships  are  in  company, 
whether  at  anchor  or  underway,  coming  to  anchor  or  get- 
ting underway,  they  shall  be  considered  as  part  of  the 


HONORS  97 

same  formation,  and  as  engaged  in  maneuvers  or  evolu- 
tions, so  far  as  concerns  salutes.     In  case  of  a  ship  or 
ships  joining  such  formation,  honors  shall  not  be  rendered 
unless  such  ship  or  ships  have  been  or  are  on  detached 
duty.    The  term  detached  duty  in  this  case  does  not  apply 
to  a  ship  or  ships  temporarily  out  of  formation,  but  only 
to  ships  which,  by  order  of  competent  authority,  have 
been  in  some  port  other  than   the  rendezvous  of  the 
division,  squadron  or  fleet  to  which  they  may  belong;  or 
on  duty  which  has  kept  them  away  from  their  immediate 
division,  squadron  or  fleet  for  a  period  more  than  48 
hours.    A  ship  is  not  considered  as  on  detached  duty  when 
she  leaves  the  formation,  whether  underway  or  at  anchor, 
for  target  practice,  coaling  in  the  immediate  vicinity,  or 
for  similar  duty.    Ships  of  divisions  or  squadrons  of  the 
fleet  getting  underway  or  coming  to  anchor  at  about  the 
same  time  or  in  obedience  to  the  same  signal,  shall  be  con- 
sidered as  engaged  in  evolutions,  and  no  honors,  other 
than  '  attention '  on  the  bugle,  shall  be  rendered  as  they 
pass  each  other.    Vessels  engaged  in  tactical  evolutions 
outside  of  port  shall  not  exchange  any  salutes  whatever." 
157(6)  R.  "  A  vessel  in  full  commission,  in  reserve  or  in  ordinary  being 
inspected  by  the  board  shall  be  considered  as  being  on 
detached  duty  until  the  inspection  is  completed." 
When  the  destination  and  duty  of  a  vessel  getting  underway  is  not 
known,  the  commanding  officer  should  be  immediately  consulted  so  as 
to  comply  correctly  with  the  above  regulations.    These  regulations  may 
easily  be  applied  improperly ;  for  example,  the  TL  S.  S.  —      —  left  Guan- 
tanamo  for  Guacanayabo  Bay,  but  the  impression  prevailed  in  the  ward- 
room and  with  the  officer  of  the  deck  that  she  was  bound  north;  the 
officer  of  the  deck's  orders  were  that  ships  going  to  Guacanayabo  would 
not  be  considered  as  on  detached  duty ;  the  officer  of  the  deck  paraded 
the  guard  and  band  and  notified  the  commanding  officer — the  officer  of 
the  deck  was  then  called  in  to  have  a  talk  with  the  captain. 

Entering  Foreign  Port. 

1191  B.  "  When  a  ship  of  the  navy  enters  a  port  of  any  foreign  nation, 
the  government  of  which  is  recognized  by  the  United 
States,  where  there  is  a  fort  or  battery  displaying  the 
national  flag,  or  where  a  commissioned  ship  of  war  of  that 
nation  is  lying,  she  shall  fire  a  salute  of  21  guns  unless 
her  commanding  officer  has  reason  to  believe  that  the 


98  WATCH  OFFICEE'S  MANUAL 

salute  cannot  be  returned ;  and  in  this  case  he  shall  imme- 
diately take  steps  to  ascertain  the  local  regulations  or 
customs.  This  salute  shall  be  the  first  fired  after  enter- 
ing port.  The  ensign  of  the  nation  saluted  shall  be  dis- 
played at  the  main  during  the  salute.  In  case  two  or 
more  ships  enter  in  company,  the  senior  officer  present 
shall  salute/' 

Falling  In  at  Sea  with  Foreign  Ships. 

1192  R.  "  When  a  ship  of  the  navy  falls  in  at  sea  with  a  friendly  foreign 
ship  of  war  flying  the  flag  or  pennant  of  a  flag  officer  or 
commodore,  she  shall  exchange  salutes  with  such  ship  of 
war  in  the  same  manner  as  when  meeting  similar  ships  of 
the  United  States  (see  below)  except  that  the  salute  will 
be  returned  gun  for  gun." 

The  national  ensign  of  the  country  of  the  officer  saluted  shall  be  dis- 
played at  the  fore  during  such  salute. 

Ship  at  Sea  Falling  In  with  Flag  Officer. 

1137  B.  "  When  a  ship  of  the  navy  other  than  a  flagship  falls  in  with  a 

flag  officer,  the  latter  shall  be  saluted/'  as  per  Table  III, 

etc If  two  or  more  ships,  senior  officer  present 

only  salutes. 

Fleet  or  Squadron  Falls  In  at  Sea  with  Another,  etc. 

1138  R.  "  If  a  fleet  or  squadron  falls  in  with  another  fleet  or  squadron 

or  if  one  flagship  falls  in  with  another  ....  salutes  are 

exchanged  according  to  rank." 

Tables  as  follow  are  inserted  for  the  guidance  of  the  officer  of  the  deck : 
Table     I.  Personal  honors. 
Table    II.  General  honors. 
Table  III.  Hail  and  whittle  signification ;  absentee  lights.     French 

and  English  hails. 
Table  IV.  Salutes  in  boats. 


HONORS 


99 


TABLE  I. 
Personal  Honors. 


Rank. 

Uniform. 

Arrival. 

Departure. 

to 

C 

y 

Ruffles. 

Guard. 

'•< 

£. 

t> 

•o 

33 

A 

E 

President  

S.F  D. 

1 

1 

?,} 

4 

Full. 

N.A.f 

8 

P.  m.  v. 

do 

1 

1 

fll 

4 

do. 

do. 

8 

N.  m.  v. 

Royalty  •        

do. 

1 

1 

911 

4 

do. 

do. 

S 

N.  m.  s. 

Ex-President  

do 

1 

1 

fll 

4 

do. 

N.A. 

8 

N.  m.  a. 

Vice  President  

do. 

1 

19 

4 

do. 

do. 

8 

N.   f.  s. 

Ambassador  

do. 

1 

19 

4 

do. 

do. 

8 

do. 

Secretary  of  N^avy  

do 

1 

1 

19 

4 

do. 

M. 

8 

S.  m.  v. 

1 

1 

17 

4 

do. 

Al. 

8 

Cabinet  officer               

do 

1 

19 

4 

do. 

M. 

8 

N     f.    8 

Chief  justice  

do. 

1 

17 

4 

do. 

M. 

8 

do. 

Governor  general,  U.  S.  Is  
Governor  state,  territory  or  U.  S.  Is  . 
President  pro  tern,  of  Senate  
Speaker  of  House  

do. 
do. 
do. 
do. 

•  • 

1 

1 
1 
1 

17 

17 
19 
17 

4 
4 
4 
4 

do. 
do. 
do. 
do. 

M. 
M. 
M. 
M. 

8 
8 
8 
8 

do. 
do. 
do. 
do. 

Committee  of  Congress  

do 

1 

17 

4 

do. 

M. 

8 

do 

Envov  extraordinary  

do 

1 

15 

S 

do. 

M. 

8 

do. 

Minister  RPS.  "  dip.  rep."  

do 

1 

n 

g 

do. 

M. 

fl 

do. 

Charge  d'affaires  '..... 

do. 

1 

11 

1 

do. 

M. 

« 

do. 

Consul  general..  .        

Dav 

1 

n 

Day. 

6 

do. 

First  secretaries  

do. 

do. 

4 

do. 

Consuls  

do. 

1 

7 

do. 

4 

do. 

Vice  consul  or  consul  agent  
Admiral  of  the  Xavy  

do. 
Dress 

1 
1 

5 
19 

4 

do. 
Full. 

M. 

4 

fl 

do. 
N.  f.  s.J 

do. 

1 

17 

4 

do. 

M. 

8 

do. 

General  

do. 

1 

17 

4 

do. 

M. 

8 

do. 

Vice  admiral  

do. 

1 

15 

S 

do. 

M. 

8 

do. 

Lieutenant  general  

do. 

1 

15 

3 

do. 

M. 

8 

do. 

Rear  admiral  

do. 

1 

n 

? 

do. 

M 

6 

do. 

Major  general  (army  or  marine)  ..  . 
Commodore  

do. 
do 

1 
] 

13 
11 

2 
I 

do. 
do. 

M. 
M 

« 
6 

do. 
do. 

Brigadier  general  .       

do 

1 

11 

I 

do. 

M 

5 

do. 

Chief  of  staff  *  

Day. 

Day. 

4 

Captain  .                    .       

do 

~~v< 

do. 

1 

Colonel  "j 

do. 

do. 

4 

Commander..  .                     .  1  T* 

do. 

do. 

4 

llf   com. 
Lieutenant  colonel...  .        .  ?•     /» 

do. 

do. 

4 

Lieutenant  commander...  . 

do. 

do. 

? 

Major  J 

do. 

do. 

? 

Other    commissioned    officers  below 
lieutenant,  commander  and  major. 

do. 

? 

•If  not  flag  rank. 

N.  =  X;itional. 
N.A.  =  National  Anthem. 
P.  =  President. 
m.     Mainmast. 

f.  =  Foremast. 

v.  =  During  visit. 


t  Yards  and  rails. 


}  Foreign  officers. 


S.  =  Secretary  of  Navy. 
s.  — During  salute. 
A.  =  Assistant  Secretary  of  Navy. 
:i.     In  foreign  port. 
M.  =  March. 


100 


WATCH  OFFICER'S  MANUAL 


TABLE  II. 
General  Honors. 


Passing 
vessels. 


Flag 
officers. 


Command- 
ing offi- 
cers. 


Other 
officers. 


(a)  Foreign  man-of-war ; 
U.  S.  man-of-war  on 
detached  duty. 


(b)    U.  S.  man-of-war 
own  force  or  U.  S.  ves- 
sel   under    3d    rate   or 
auxiliary    flying    a 
pennant. 


of  Attention  on  bugle ;  hand  salute, 
tactical  evolutions  none. 


(c)    Flag  flying  comes  on 
board. 


(d)     Flag    flying 
close  aboard. 


(e)    Flag   officer  in   uni- 
form, no  flag. 


(f)    Flag  officer 
without  flag. 


Guard  of  day;  band;  attention  by  bugle. 
National  air  (foreign  national  air  is  played 
for  foreign  ships)  ;  hand  salute  at  end. 


In  outside 


Full  guard  and  band;  attention  by  bugle; 
flourishes;  march;  tend  side.  Hand  salute 
at  command  "  present  arms  "  and  remain  at 
salute  until  end  of  flourishes. 

passes  Guard    of    day ;     band ;     attention   by    bugle ; 
flourishes;  march.     Hand  salute  as  (c). 


Attention  on  quarterdeck  without  bugle ;  tend 
side.     Hand  salute  while  piping. 


passing  No    general    honors ;     boat  keepers,    sentries, 
officer  of  the  deck  and  others  salute. 


(g)      Lieut,    commander  Attention  bugle;    all  on  watch    salute,  others 
and  above  passes  with      attention, 
pennant  flying. 

(h)  same  as  (g)  comes  onjSame   as    (g)    with  guard  of  day;    tend  side; 
board.  salute    is    made    at    present  arms  and  com- 

pleted on  order  arms. 

(i)     Same  as  (g),  except  Attention  on  quarterdeck  without  bugle;  tend 


no  pennant, 
(j)  Visit  in  uniform. 


(k)  Passing  or  when 
coming  on  board  out  of 
uniform. 


side.     Hand  salute  while  piping  over  side. 

Attention    near   gangway;     tend    side.     Hand 
salute  as  in  (i). 

Boat  keepers,  sentries  and  others  salute. 


HONORS 


101 


TABLE  in. 


No. 

Official. 

Hail. 

Whistle. 

Absentee 
lights. 

1 
2 
3 
4 
5 
6 
7 
8 

9 
10 
11 
12 
13 
14 
15 
16 

17 
18 
19 
20 
21 

President  

United  States  
Vavy  
Navy  

8 
7 
6 
7 
6 
5 
See  5,  6,  10 
3 

See  5,  6,  10 
4 
See  6,  10 
4 
3 
3 
3 
According  to 
rank. 
3 
2 
1 
1 

8 
6 
4 
6 
5 
4 
See  5,  6,  9 
None. 

3* 
3 
3*§ 
None. 
None. 
3* 
If 
U 

None, 
do. 
do. 
do. 

Secretary  of  Navy  
Assistant  Secretary  of  Navy  
Admiral  of  Navy 

Admiral.                                            See  7  . 

Vice  admiral  See  7.9.11  

Flag  officer  in  chief  command  .  .  . 
Chief  of   staff  not    in    command 
of  ship. 
Force  commander..  . 

Fleet  

Staff  

Force  (name  of)  .  . 
See  7,  9,  11..  .  . 

Other  flag  officers.  . 

Division  or  squadron  commander. 
General  officer  marines  
Marine  officer  com'd'g  brigade..  . 
Flotilla  commander  

No.  of  div.  or  sqd.. 
Aye,  aye  
Brigade  comdr.  .  .  . 
Flotilla  (name  of). 
Name  of  ship  

Captain  of  ship  

Commander    of    a   destroyer    or 
submarine  division. 
Marine  officer  com'd'g  regiment  . 
Commissioned  officers  
Other  officers  

Name  of  division.. 

Regimental  comdr. 
Aye,  aye  
No.  no 

Enlisted  men  and  marines  .            Hello..  .. 

Boats  passing  .  .                            .  .  Passinsr.  .  . 

*  If  captain  or  commander,    f  None,  if  flag  officer's  lights  are  shown. 
}  If  not  flag  officer.    §  Except  divisions  of  destroyers  or  submarines. 

Coxswains  of  boats  in  answering  hails  from  sentries  will  use  the 
language  of  their  own  country : 

French  replies  are: 

Admiral "  Amiral." 

Captain  (Name  of  ship)  "  commandant." 

Superior  officers  "  Officier  superieurs." 

Officers "  Officiers." 

If  coming  alongside  without  officers "  A  bord." 

If  not  coming  alongside "  Au  large  "  or  "  passant." 

British  replies  are: 

Boat  going  alongside  with  admiral "  Flag." 

Captain  and  officers  in  command.'. Name  of  ship. 

Officers  of  ward  room  rank "  Aye,  aye." 

Officers  below  ward  room  rank "  No,  no." 

Officer  of  the  guard ..."  Guard  boat." 

All  boats  passing  without  coming  alongside.  "  Passing." 


102 


WATCH  OFFICER'S  MANUAL 


TABLE  IV. 
Boat  Salutes. 


Rank  or  rate  of  senior 
in  saluting  boat. 

Rank  of  senior  officer  in  boat  to  be  saluted. 

Flag  or  general  officer 
with  flag  flying. 

Commanding  officer 
above  rank  of  lieutenant 
pennant  flying. 
X. 

Other  commis- 
sioned officers. 

Midshipman  or 
warrant  officer. 

Flag    or     general 
officer. 
Commanding    officer 
as  in  X. 

Naval  officers  below 
flag  rank  and  above 
lieutenant,    and 
marine  officers  cor- 
responding rank. 

Other  commissioned 
officers. 

Midshipman  or  war- 
rant officer. 

Officer  or  coxswain  in 
loaded    or    towing 
boat  or  boat  under 
sail. 

Coxswain  

(a)    Junior  salutes 
with  hand, 
(b)    Stops  engines, 
lays  on  oars,  h  and 
salute. 

Same  as  (b)  

Same  as  (a) 

Meeting    a     senior 
commanding  offi- 
cer or  immediate 
commanding  offi- 
cer, same  as  (b)  . 

Same  as  (b)  

Same  as  (a)  . 

Same  as  (a). 

(d)  Salutes 
with  hand. 

Same  as  (a)  . 

Same  as  (d) 
and  stands. 

Same  as  (a) 
Same  as  (a)  . 

Same  as  (d) 

(c)   Stops  engines, 
tosses    or    trails 
oars  and  salutes 
with  hand. 

Same  as  (c)  

Same  as  (b)  

Same  as  (d)  .  . 

Same  as  (d)  

Same    as    (c)    and 
stands. 

Same    as    (b)    and 
stands. 

DISTINGUISHING  FLAGS  AND  MARKS. 

CONTENTS.  PLATES 

I.  Flags    I-IV 

1.  United  States  Departments. 

2.  United  States  Naval  Flags. 

3.  United  States  Army  and  Other  Flags. 

II.  Naval  Flags  and  Sleeve  Marks  of  Naval  Officers  of  Various  Foreign 

Powers  V-XVII 

III.  National  and  Men-of-War  Flags  of  Foreign  Countries. .  .  .XVIII-XIX 


PLATE   I 


UNITED  STATES  NAVAL  FLAGS 


President's  Flag  I  Secretary  of  Treasury  I  Secretary  of  Commerce 

Secretary  of   War.     Same  as   President's,   with   red  field 


Secretary  of  the   Navy 


*   «4fe»  * 


*  "W  * 


Assistant  Secretary 
of  the  Navy 


Consular  Flag 


Coast  and  Geodetic 
Survey 


Fisheries  Commission 


Mail  Flag 


PLATE   II 


UNITED  STATES  NAVAL  FLAGS 

ff 


Vice  Admiral 


Senior  Rear  Admiral 


Junior  Rear  Admiral 


Senior  Commodore 


Junior  Commodore 


Senior  Officer  Present 


Comdr.  of  Force, 
Squadron,  Flotilla  or 

Battleship    Div. 
when  not  of  flag  rank 


Any  Division  Comdr.  other 

than  Battleship  Div. 
when  not  of  flag  rank 


Commission   Pennant 


PLATE   III 


UNITED  STATES  SPECIAL  FLAGS 


Red  Cross 


Submarine  Warning 


Church  Pennant 


BATTALION 


Infantry 


NAVAL  MILITIA 


Distinguishing 


Commodore 


Commission  Pennant 


PLATE   IV 


UNITED  STATES  ARMY  AND  OTHER  FLAGS 


*  *  * 


Lieutenant  General 


*     * 


Post  Commander 


U.  S    Army  Transport 
Funnel  Marks 


U.  S.   Army  Transport       <Co lights) 
Service 


Day 


U.  S.  Public  Health 
Service 


Day  Night 

Q.  M.  Pennant  U.  S.  Army  Hospital  Ship 

Harbor  Boat  Service 


Submarine   Defence 


U.  S.  Navy  League 


U.  S.  Engineer  Corps 


Lloyd's  Badge 


PLATE  V 


BRITISH  NAVAL  FLAGS 


Admiral 


Vice  Admiral 


Rear  Admiral 


Commodore  or  Sr.  Officer 
Broad  Pennant 


BRITISH  NAVAL  OFFICERS'  SLEEVE  MARKS 


5 


Admiral 


Vice  Admiral  Rear  Admiral  Commodore 


Captain  Commander 


Lieutenant 
(over  8  years) 


i  5 

Lieutenant  Sub- Lieutenant 

(under  8  years) 


PLATE  VI 


FRENCH  NAVAL  FLAGS 


Ensign  and  Jack 


Vice  Admiral 


Rear  Admiral 


Captain  Commanding  a 
Division 


FRENCH  NAVAL  OFFICERS'  SLEEVE  MARKS 


Vice  Admiral  Rear  Admiral  Captain  Commander 


Senior  Lieutenant        Junior  Lieutenant 


Sub-Lieutenant  and 
Midshipman 


PLATE  VII 


GERMAN  NAVAL  FLAGS 


Great  Admiral  General  Inspector  Vice  Admiral  Senior  Officer 

o*  the  Navy 

Admiral.     Same  as  Vice  Admiral,  without  ball 

Rear  Admiral.     Same  as  Vice  Admiral,  with  ball  In  lower  canton 


•JL* 

TT 


Commodore 


Pilot 
Flotilla  Commander.     Same  as  Commodore,  with  loose  fly 


Admiral     Vice  Admiral  Rear  Admiral  Commodore        Captain       Commander       Senior  Junior  Sub- 

.Lieutenant       Lieutenant     Lieutenant 


PLATE   VIII 


JAPANESE  NAVAL  FLAGS 


Officer  Commanding 
Tor-pedo  Division 


JAPANESE  NAVAL  OFFICERS'  SLEEVE  MARKS 


Admiral  Vice  Admiral  Rear  Admiral  Captain 


Commander 


Lieutenant 
Commander 


Lieutenant  Sub-Lieutenant 


5  B 


Acting 
Sub-Lieutenant 


Midshipman 


PLATE   IX 


ITALIAN  NAVAL  FLAGS 


Jack 


Admiral 


Vice  Admiral 


Rear  Admiral 


Commodore 


Senior  Naval  Officer 


ITALIAN   NAVAL  OFFICERS'  SLEEVE  MARKS 


Admiral       Vice  Admiral   Rear  Admiral     Captain        Commander     Lieutenant        Senior  Junior  Sub- 

Commander     Lieutenant     Lieutenant    Lieutenant 


PLATE  X 


RUSSIAN  NAVAL  FLAGS 


Ensign 


Admiral 


Vice  Admiral  '  Rear  Admiral 

RUSSIAN   NAVAL  OFFICERS'  SHOULDER  MARKS 

(Have  no  sleeve  marks) 


Admiral 


I      I 

Vice  Admiral  Rear  Admiral 


Captain 


Commander 


Senior 
Lieutenant 


Junior 
Lieutenant 


Midshipman 


Engineirs 


Senior 
Physician 


Junior 
Physician 


PLATE  XI 


AUSTRO-HUNGARIAN   NAVAL  FLAGS 


Vice  Admiral 


Rear  Admiral 


Commodore 


Senior  Officer 


AUSTRO-HUNGARIAN   NAVAL  OFFICERS'  SLEEVE  MARKS 


Admiral  Vice  Admiral  Rear  Admiral  Captain       Captain     Commander  Lieutenant        Sub-        Midshipman  Naval  Cade 

Commander    Lieutenant 


PLATE   XII 


SPANISH  NAVAL  FLAGS 


Captain  Commanding 


Captain  of  Frigate 


Senior  Officer 


SPANISH   NAVAL  OFFICERS'  SLEEVE  MARKS 


Admiral  of      Admiral      Vice  Admiral  Rear  Admiral      Captain       Commander      Lieutenant         Junior  Sub- 

Fleet  (SeniorTeut  )  L"utenanl      Lieutenant 


PLATE  XIII 


SWEDISH  NAVAL  FLAGS 


Senior  Officer 

Vice  Admiral.     Same  as  Admiral,  except  two  stars 

Rear  Admiral.     Same  as  Admiral,  except  one   star 

Minister  of  Marine.     Same  as  Admiral,  except  cross  instead  of  stars 

SWEDISH   NAVAL  OFFICERS'  SLEEVE  MARKS 


Admiral         Rear  Admiral      Commodore          Captain  Captain       Commander  and    Lieutenant    Sub-Lieutenant 

First  Class       Second  Class    Senior  Lieut. 


NORWEGIAN  NAVAL  FLAGS 


NORWEGIAN  NAVAL  OFFICERS 
SLEEVE  MARKS 


Vice  Admiral.     Same  as  Admiral,  with  two  stars 

Instead  of  three 
Rear  Admiral.     Same  as  Admiral,  with  one  star 

instead  of  three 


Admiral         Vice  Admiral     Rear  Admiral     Commodor 


Captain  Commander        Lieutenant  Sub-Lieutenai 


CHINESE   NAVAL  FLAGS 


Sleeve  Marks. 
Same  as  British 


PLATE   XIV 


DUTCH  NAVAL  FLAGS 


Admiral  of  Fleet 


Senior  Officer 


Admiral.     Same  as  Admiral  of  Fleet,  but  In  place  of  cross  has  four  stars 
Vice  Admiral.     Same  as  Admiral  of  Fleet,  but  in  place  of  cross  has  three  stars 
Rear  Admiral.     Same  as  Admiral  of  Fleet,  but  In  place  of  cross  has  two  stars 


DUTCH  NAVAL  OFFICERS'  SLEEVE  MARKS 


Vice  Admiral  Rear  Admiral    Captain 


Junior      Sub-Lieutenant 
Lieutenant 


DANISH   NAVAL  FLAGS 


Admiral 


Senior  Officer 


Vice  Admiral.     Same  as  Admiral,  except  has  only  one  star  In  each  canton  next  to  fly 
Rear  Admiral.     Same  as  Admiral,  except  has  only  one  star  In  upper  canton 


PORTUGUESE  NAVAL  FLAGS 


X 


Admiral  of  Fleet 


Rear  Admiral  C.-in-C. 
canton 


Vice  Admiral 
C.-in-C. 


Rear  Admiral  not  in 
Chief  Command 


Same  as  Vice  Admiral,  with  additional  red  ball  in  lower  left 


Senior  Officer 


PLATE  XV 


ARGENTINIAN  NAVAL  FLAGS 


Vice  Admiral  Subordinate 


Vice  Admiral.     Same  as  Admiral,  except  two  stars 
Rear  Admiral.     Same  as  Admiral,  except  one  star 
Rear   Admiral   Second    in    Command.      Same   as 
Vice   Admiral    Subordinate,   except  one  star 


NOTE. — The  star  designates  the  rank.  Command  of 
shore  stations  is  designated  by  an  anchor  in 
addition  to  the  star. 


Captain  Commanding 
Afloat 


Senior  Officer 


ARGENTINIAN   NAVAL  OFFICERS'  SLEEVE  MARKS 


Admiral         Vice          Rear        Captain    Commander   Senior        Junior       Sub-  Sub-       Midshipman    Naval 

Admiral     Admiral  Lieut.        Lieut.       Lieut.          Lieut.  Cadet 


BRAZILIAN  NAVAL  FLAGS 


Admiral 


Commodore 


Vice  Admiral.     Same  as  Admiral,  except  three  stars 

of  same  size 
Rear  Admiral.     Same  as  Admiral,  except  two  stars 

of  same  size 


Senior  Officer 


BRAZILIAN   NAVAL  OFFICERS'  SLEEVE  MARKS 


Admiral       Vice  Admiral  Rear  Admiral      Captain 


Commander  Lieutenant        Senior          Junior 
Commander    Lieutenant   Lieutenant 


Midshipman 


PLATE   XVI 


GRECIAN  NAVAL  FLAGS 


Admiral 


Commodore 

or  Captain 

Commanding 


IB! 

am 

Rear  Admiral 


GRECIAN  NAVAL  OFFICERS'  SLEEVE  MARKS 


Admiral      Vice  Admiral  Rear  Admiral       Captain         Commander    Lieutenant     Lieutenant  Sub-Lieutenant  Midshipman 

Commander 


CHILEAN  NAVAL  FLAGS 


Senior  Officer 


Director  of  the  Navy.     Same  as  Admiral  U.  S.  Navy 
Vice  and   Rear  Admirals.     Same  as  U.  S.  Navy 


.  .     . 

CHILEAN  NAVAL  OFFICERS'  SLEEVE  MARKS 


-     '•— -  — ^^»  ^^^^^  ^^— •  ^^™«  ^^^wv  ^^^^M  ^^B^^ 

Admiral       Vice  Admiral     Captain        Commander    Lieutenant         Senior  Junior  Sub-         Midshipman 

Commander     Lieutenant      Lieutenant     Lieutenant 


PLATE  XVII 


PERUVIAN  NAVAL  FLAGS 


PERUVIAN 
NAVAL  FLAGS 


PERUVIAN 
NAVAL  OFFICERS'  SLEEVE  MARKS 


Vice  Admiral    Rear  Admiral        Captain          Commander 


Rear  Admiral. 
Same  as  Vice  Admiral,  without  anchors 


Lieutenant  Senior  Junior       Sub-Lieutenant 

Commander        Lieutenant        Lieutenant 


TURKISH  NAVAL  FLAGS 


Commodore 


Senior  Officer 


Admiral.     Same  as  Admiral  of  Fleet,  with  three  suns 
Vice  Admiral.     Same  as  Admiral  of  Fleet,  with  two  suns 
Rear  Admiral.    Same  as  Admiral  of  Fleet,  with  one  sun 


TURKISH  NAVAL  OFFICERS'  SLEEVE  MARKS 


Admiral  of  Admiral        Vice  Rear      Commodore   Captain       Lieut     Commander     Lieut          Lieut      Sub-Lieut 

Fl«t  Admiral      Admiral  Captain  Commander 


PLATE   XVIII 

CENTRAL  AMERICAN  AND  WEST  INDIAN  FLAGS 
COSTA  RICA  GUATEMALA  NICARAGUA 


National  Ensign 


Ensign 


HONDURAS 


National  Ensign 


PANAMA 


National  Ensign 


CUBA 


PLATE   XIX 

CENTRAL  AMERICAN  AND  WEST  INDIAN   FLAGS 
SALVADOR 


National  Ensign 


Merchant  Flag 


Pennant 


HAITI 


Ensign 


Merchant   Flag 


SANTO  DOMINGO 


National  Ensign 


President's    Standard 


Pennant 


MISCELLANEOUS. 

CONTENTS.  PAGE 

I.  Distress  Signals  103 

II.  Pilot  Signals  103 

III.  Weather  Signals    104 

IV.  Classification  of  Vessels,  United  States  Navy 105 

V.  Procedure  for  Boarding  Visits 105 

IV.  Papers  on  Merchantmen 107 

DISTRESS  SIGNALS. 
Day. 

(1)  A  gun  or  other  explosive  fired  at  intervals  of  about  a  minute. 

(2)  International  code  signal  of  distress  NC. 

(3)  Distance  signal,  consisting  of  a  square  flag,  having  either  above 
or  below  it  a  ball  or  anything  resembling  a  ball. 

(4)  A  continuous  sounding  with  any  fog  signal  apparatus. 
Night. 

(1)  A  gun  or  other  explosive  fired  at  intervals  of  about  a  minute. 

(2)  Flames  on  the  vessel,  as  for  burning  tar  or  oil  barrel. 

(3)  Rockets  or  shells  throwing  stars  of  any  color  or  description, 
fired  one  at  a  time  at  short  intervals. 

(4)  A  continuous  sounding  with  any  fog  signal  apparatus. 

PILOT  SIGNALS. 

(1)  Internationa]  code  pilot  signal  P.  T. 

(2)  International  code  flag  "  S,"   with  or  without   code  pennant 
over  it. 

(3)  Distance  signal,  consisting  of  a  cone  point  upward,  having  about 
it  two  balls  or  shapes  resembling  balls. 


WEATHER  SIGNALS 

UNITED   STATES 


Small  craft 


NE.  winds 


SE.  winds 


SW.  winds 


NW.  winds         Hurricane 


GREAT   BRITAIN,    IRELAND   AND   PORTUGAL 


A  T 


(1) 


(2) 


(1)  Strong  winds  at  first  from  the  north   (passing  from   NW.  to 

SE.  through  north). 

(2)  Strong  winds  at  first  from  the  south    (passing   from   SE.  to 

NW.  through   north). 


Three  lights  of  like  color  suspended  from  the  corners  of  a  triangle  replace  the  cone  at 
night. 

CANADA 

(1)  Gale  at  first  from  an  easterly  direction. 

(2)  Gale  at  first  from  a  westerly  direction. 

(3)  Heavy  gale  at  first  from  an  easterly  direction. 

(4)  Heavy  gale  at  first  from  a  westerly  direction. 

Night.     Nos.  1  and  3  a  red   light. 

Nos.  2  and  4  a  white  light  over  a  red   light. 


Hurricane 


Day  Signals 

Bad  weather 


MEXICO 


in  the 
vicinity 


between 
W.  I. 
Islands 


in  the 
Gulf  of 

Mexico 


to  the 
northward 


to  the 

southward 


Night  Signals 


Hurricane 
in  the 
vicinity 


O       Strong 
southerly 
f~*\       winds 


Strong 

northerly 

winds 


o 


o 


Strong 

easterly 

winds 


Strong 

westerly 

winds 


Strong  winds 
center. 


are  indicated  by  a  square  white  flag,  square  red  center;  gales  by  a  square  red  flag,  square  black 
A  square  blue  flag  over  these  indicates  "  norther." 


GERMANY  AND   HOLLAND 


Attention 
(Holland) 


Storm 
from 
SW. 


Atmospheric 
S*-  disturbance 
(Germany) 


Storm 
from 
NW. 


Storm 
from 
SE. 


A 
A 


Storm 
from 
NE. 


Wind 

backing 
(NW.  SE.) 


Wind 

veering 

(NE.  SW.) 


FRANCE 


For  a  gale 
commencing 
with  wind  in 
NW.  quadrant 


For  a  gale 
commencing 
with  wind  in 
SW.  quadrant 


A 

A 


For  a  gale 
commencing 
with  wind  in 
NE.  quadrant 


V 

T 


For  a  gale 
commencing 
with  wind  in 
SE.  quadrant 


Fora 
hurricane 


MISCELLANEOUS  105 

CLASSIFICATION  OF  VESSELS,  TJNITED  STATES  NAVY. 

103  R  (1)   First  rates:  men-of-war  of  8000  tons  and  above. 

(2)  Second  rates:  men-of-war  of  4000  tons  and  under  8000 

tons,  and  converted  and  auxiliary  vessels  of  6000  tons 
and  above,  except  colliers,  refrigerating  ships,  distilling 
ships,  tank  steamers,  repair  ships,  hospital  ships,  and 
other  vessels  constructed  or  equipped  for  special 
purposes. 

(3)  Third  rates :  men-of-war  of  1000  tons  and  under  4000  tons; 

converted  and  auxiliary  vessels  of  1000  tons  and  under 
6000  tons ;  colliers,  refrigerating  ships,  distilling  ships, 
tank  steamers,  repair  ships,  hospital  ships,  and  other 
vessels  constructed  or  equipped  for  special  purposes 
of  4000  tons  and  above. 

(4)  Fourth  rates:   men-of-war  and  converted  and  auxiliary 

vessels  under  1000  tons,  and  colliers,  refrigerating 
ships,  distilling  ships,  tank  steamers,  repair  ships,  hos- 
pital ships,  and  other  vessels  constructed  or  equipped 
for  special  purposes  under  4000  tons. 

(5)  Torpedo-boat  destroyers,  torpedo-boats,  submarines,  tor- 

pedo or  submarine  tenders  while  so  acting,  tugs,  sailing 

ships,  and  stationary  receiving  ships  shall  not  be  rated. 

1037  R.  Vessels  of  the  navy  shall  be  commanded  as  nearly  as  may  be 

as  follows: 

First  rates :  by  captains  or  commanders. 
Second  rates :  by  commanders. 

Third  rates :  by  commanders  or  lieutenant  commanders. 
Fourth  rates :  by  lieutenant  commanders  or  lieutenants. 
Torpedo-boat  destroyers:  by  lieutenant  commanders  or 

lieutenants. 
Torpedo-boats,  submarines,  tugs  or  tenders :  by  lieutenants, 

lieutenants  (j.  g.)  or  ensigns. 

Other  vessels  not  rated,  by  such  officers  as  the  Navy  Depart- 
ment may  designate. 

PROCEDURE  FOR  BOARDING  VISITS. 

Boarding  visits  divide  themselves  into  two  classes,  viz.:    Boarding 
men-of-war  and  boarding  merchantmen. 

Men-of-War. 

Boarding  visits  to  foreign  men-of-war  arriving  in  a  port  are  always 
made  to  extend  the  courtesies  of  the  nation  and  the  port  and  to  obtain 


106  WATCH  OFFICEK'S  MANUAL 

certain  information.    The  information  requested  of  a  man-of-war  must 
be  restricted  to : 

(1)  "  Name,  nationality  and  kind  of  vessel." 

(2)  "  Name  and  rank  of  the  commanding  officer  and,  if  a  flagship, 

of  the  flag  officer." 

(3)  "  Place  from,  time  out  and  kind  of  passage." 

(4)  "  Probable  date  of  departure  from  port  and  port  then  bound  for." 

(5)  "Any  casualties,  extraordinary  events  on  the  passage;  genera] 

route  taken;  ships,  fog,  ice,  etc.,  encountered." 

(6)  "  General  remarks." 

A  boarding  book  should  never  be  taken  on  board  a  man-of-war,  nor 
should  any  member  of  the  crew  be  allowed  to  go  on  board  such  vessels. 

Regulations  Concerning  Boarding  Visits. 
Men-of-War. 

1279  R  (1)  "The  guard  ship  of  the  first  division  of  a  fleet  or  of  the 
division  of  the  senior  officer  present  shall  send  an  officer 
to  board  incoming  men-of-war,  except  flagships  and 
vessels  attached  to  the  fleet.  Flagships  shall  be  boarded 
by  a  line  officer  on  the  staff  of  the  commander-in-chief 
or  the  senior  flag  officer  present." 

In  visits  to  men-of-war  the  information  to  be  secured  will 
be  the  same  as  that  provided  for  under  "  Merchant- 
men" below,  with  the  following  variations:  (2)  The' 
name  and  rank  of  the  commanding  officer,  and,  if  a 
flagship,  of  the  flag  officer;  (3)  omit. 
Merchantmen. 

Boarding  merchantmen  is  for  a  different  purpose  than  boarding  men- 
of-war,  and  the  procedure  is  necessarily  different. 

The  regulations  state  that  "  guard  ships  of  the  first  division  or  of  the 
division  of  the  senior  flag  officer  present  shall  also  send  an  officer  or 
competent  chief  petty  officer  to  board  all  merchant  vessels  or  yachts 
flying  American  colors  found  in  or  arriving  at  foreign  ports;  also  all 
vessels  which  are  probably  carrying  mail  for  the  fleet.  If  no  flag  be 
present,  this  boarding  visit  shall  be  made  by  the  guard  ship  of  the  day." 
The  boarding  officer  shall  carry  a  boarding  book,  in  which  the  follow- 
ing information  shall  be  entered : 

(1)  Name,  nationality  and  kind  of  vessel. 

(2)  Name  of  owner  (if  a  yacht),  and  whether  or  not  he  is  on  board; 

the  master  and  the  number  of  crew. 

(3)  Tonnage  and  cargo. 

(4)  Place  from,  time  out  and  kind  of  passage. 


MISCELLANEOUS  107 

(5)  Probable  date  of  departure  from  port  and  port  then  bound  for. 

(6)  Any  casualties,  extraordinary  events  on  the  passage;  general 

route  taken ;  ships,  fog,  ice,  etc.,  encountered. 

(7)  General  remarks. 

The  fact  of  a  vessel  carrying  mail  shall  be  entered  under  general 
remarks. 

"  The  date  and  place  at  which  the  boarding  visit  was  made  shall  be 
noted  in  every  case  and  the  signature  and  rank  of  the  boarding  officer 
appended." 

"  Immediately  after  boarding  a  vessel  the  boarding  officer  shall  report 
on  board  the  flagship  of  the  commander-in-chief  or  the  ship  of  the  senior 
officer  present  and  then  enter  in  the  boarding  book  a  full  record  of  the 
visit,  and  shall  sign  his  name  and  rank  to  same." 

"  In  boarding  arriving  vessels,  care  shall  be  taken  not  to  violate  the 
rules  of  the  port ;  and  in  case  they  are  subject  to  quarantine,  the  board- 
ing officer  shall,  if  possible,  obtain  the  information  required  without 
going  alongside." 

"  Vessels  at  sea,  coming  from  a  suspected  port,  not  having  a  clean  bill 
of  health,  or  otherwise  liable  to  quarantine,  shall  not  be  boarded,  unless 
it  be  absolutely  necessary,  and  the  fact  of  such  communication,  when 
it  occurs,  shall  be  reported  on  arrival  at  port  to  the  health  officer." 

Visit  and  Search.* 

The  belligerent  right  of  visit  and  search  may  be  exercised  outside  of 
neutral  jurisdiction  upon  private  vessels  after  the  beginning  of  war  in 
order  to  determine  their  nationality,  character  of  cargo,  nature  of  em- 
ployment, etc. 

When  a  vessel  has  been  brought  to,  a  boat  must  be  sent  with  an  officer 
to  conduct  the  visit  and  search.  If  practicable,  a  second  officer  should 
accompany  the  officer  charged  with  the  examination.  There  may  be 
arms  in  the  boat,  but  the  boat's  crew  shall  not  have  any  on  their  persons. 
The  officer  (or  officers),  wearing  side  arms,  may  be  accompanied  on 
board  by  not  more  than  two  unarmed  men  of  the  boat's  crew. 

The  boarding  officer  after  examination  of  the  vessel's  papers,  followed 
by  search  and  examination  of  cargo  if  deemed  essential,  must  record  the 
facts  concerning  the  visit  and  search  upon  the  log  book  of  the  vessel 
visited  including  the  date  when  and  the  position  where  the  visit 
occurred.  This  entry  in  the  log  must  be  made  whether  the  vessel  is  held 
or  not. 

*  See    also    Sections    VI-XIV    Inclusive,    Instructions    for    the    Navy    of    the 
United  States  Governing  Maritime  Warfare,  February,  1917. 


108  WATCH  OFFICER'S  MANUAL 

The  papers  that  should  be  found  on  a  merchantman  are : 
I.  Ship's  log. 
II.  Muster  list  of  officers,  crew  and  passengers. 

III.  Manifest  of  cargo. 

IV.  Invoices  and  bills  of  lading. 
V.  Bill  of  health. 

VI.  The  certificate  of  registry  or  nationality. 
VII.  Charter  party  if  chartered. 
VIII.  Clearance  papers. 

IX.  A  certified  bill  of  sale,  or  certificate  thereof  duly  authenti- 
cated, in  the  absence  of  certificate  of  registry  or  nationality, 
or  in  case  of  a  vessel  which  has  recently  been  transferred 
from  enemy  to  neutral  ownership. 

"  The  evidence  furnished  by  the  papers  against  a  vessel  is  conclusive. 
Regularity  of  papers  and  evidence  of  innocence  of  cargo  or  destination 
furnished  by  them  are  not  necessarily  conclusive,  and  if  doubt  exists  a 
search  of  the  ship  or  cargo  should  be  made  to  establish  the  facts.  If  a 
vessel  has  deviated  far  from  her  direct  course,  this,  if  not  satisfactorily 
explained,  is  a  suspicious  circumstance  warranting  search,  however 
favorable  the  character  of  the  papers." 


UNIVERSITY  OF  CALIFORNIA  LIBRARY 

Los  Angeles 
This  book  is  DUE  on  the  last  date  stamped  below. 


SEP  2  7 19681 

RE  CE  1 

MAIM  LOAN 


AUG22  1364 


/ED 

DESK 


Form  L9-32m-8,'58(5876s4)444 


UC  SOUTHERN  REGIONAL  LIBRARY  FACILITY 


A     000  705  376     2 


University  Research  Library 


j 


